Full text of "The master highway plan for the Boston metropolitan area : submitted to Robert F. Bradford, Governor of the Commonwealth of Massachusetts by the Joint Board for the Metropolitan Master Highway Plan, based upon a traffic survey by the Dept. of Public Works; Public Roads Administration, Federal Works Agency participating"

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FINE ARTS D

BOSTON

PUBLIC

LIBRARY

Odfy-

■>

TH E

MASTER HIGHWAY PLAN

for the

BOSTON METROPOLITAN AREA

SUBMITTED TO

HIS EXCELLENCY, ROBERT F. BRADFORD

Governor of The Commonwealth of Massachusetts

BY THE

JOINT BOARD FOR THE METROPOLITAN MASTER HIGHWAY PLAN

based upon a TRAFFIC SURVEY by the
DEPARTMENT OF PUBLIC WORKS

PUBLIC ROADS ADMINISTRATION, FEDERAL WORKS AGENCY PARTICIPATING

CHARLES A. MAGUIRE AND ASSOCIATES

Consulting Engineers

BOSTON

De Leuw, Cather and Company, Chicago

in cooperation with

February 1, 1948

J. E. Greiner Company, Baltimore

FINE ARTS SEPT. *

•04-33 1

•

JOINT BOARD

FOR THE

METROPOLITAN MASTER HIGHWAY

Appointed by Executive Directive, August 9, 1947

PLAN

William H. Buracker, Chairman
Commissioner of Public Works

Elisabeth M. Herlihy, Vice Chairman
Chairman, State Planning Board

William T. Morrissey, Vice Chairman
Commissioner, Metropolitan District Commission

Harold J. Duffy, Secretary

Chairman, Technical Committee

Metropolitan Project Engineer, State Planning Board

1 1 Beacon Street, Boston 8, Massachusetts

TECHNICAL COMMITTEE

Ralph E. Tribou
District Engineer, Public Roads Administration

Benjamin R. Davis
Chief Park Engineer, Metropolitan District Commission

Benjamin W. Fink
Associate Civil Engineer, Metropolitan District Commission

Ralph D. Kelley
Senior Civil Engineer, Metropolitan District Commission

Otis D. Fellows
Chief Engineer, State Planning Board

Philip H. Kitfield
Chief Engineer, Department of Public Works

George H. Delano
Project Engineer, Department of Public Works

Edgar F. Copell
Traffic Engineer, Department of Public Works

Joseph C. Cressy
Assistant Traffic Engineer, Department of Public Works

Louis H. Smith
Assistant Civil Engineer, State Planing Board

i_yAe lot.

ccA <Y \_yfflczd4a<mude/'/&

a7?i7rici<n6Cfie<x

JOINT BOARD

FOR THE

METROPOLITAN MASTER HIGHWAY PLAN

February 1, 1948

Honorable Robert F. Bradford

Governor of the Commonwealth of Massachusetts

State House, Boston, Massachusetts

your excf.llf.ncy:

J. he Joint Board, organized in compliance with your
ing a Master Plan of Highways for the Boston Metropolitan Area,
its consulting engineers.

The Board has been fortunate in having as its consulting
engineers Charles A. Maguire and Associates of Boston and their
affiliates, DeLeuw, Cather and Company of Chicago, and J. E.
Greiner Company of Baltimore. Exceptionally well qualified
for this type of work, the consultants, through their highly
trained technical staff, have achieved remarkable progress in the
relatively short time allotted them. The Joint Board has also
had the assistance of a Technical Committee composed of engi-
neers from the three participating State agencies, the Department
of Public Works, State Planning Board, and the Metropolitan

Excellency's directive of August 9, 1947 for the purpose of prepar-
hereby submits its report as directed, together with the report of

District Commission, and the District Engineer of the Public
Roads Administration, Federal Works Agency. Federal funds
have participated in defraying the costs of the Master Plan study
and its related traffic survey.

The Master Plan as developed for the Area, which includes
23 cities and towns in addition to Boston, is based upon the origin
and destination traffic survey which was conducted by the Depart-
ment of Public Works in co-operation with the Public Roads
Administration, Federal Works Agency. A complete description
of the survey, the analysis of the data, and its interpretation for

III

assignment to traffic routes are included in the consulting engi-
neers' report.

The system of highways, proposed by the Joint Board as a
ten-year construction program for the relief of traffic congestion
in the Area, embodies as its backbone a network of expressways
of latest modern design and of sufficient capacity to take care of
the traffic needs of the Area for many years to come. The major
expressways will be of limited access type, providing for swift,
uninterrupted flow of traffic and with no entering or cross streets
except at prescribed points of interchange where grades will be
separated. The pattern of expressways, as indicated by maps ac-
companying the consultants' report, takes the form of eight
radial routes projecting in as many directions from an inner
circumferential or belt highway around the City. All of the
proposed routes and the belt highway are described in detail
and shown by separate maps in the report.

Improvements to existing streets and highways will be neces-
sary to supplement the major expressway system in order that
efficient collection and distribution of traffic to and from the
expressways may be effected. These proposed improvements
vary in magnitude from major street widenings and grade sepa-
rations to re-arrangement of one-way streets, channelization of
traffic, and installation of traffic lights. The report calls attention
to the importance of off-street parking as a means of getting the
greatest use out of our highway systems, both present and pro-
posed, and cites the advisability of conducting complete parking
surveys as the basis for long range planning of parking facilities.

The report forcefully discusses the necessity for complete
coordination between transit and highway planning and stresses
the importance of integration of this Master Highway Plan with
the transit development plans of the Metropolitan Transit Recess
Commission and the Metropolitan Transit Authority.

The report presents estimates of costs which include con-
struction at current prices and land damages at assessed values.
The total cost of the Master Highway Plan, including improve-

ments to existing streets is estimated to be $322,000,000. A pro-
gram of stage construction, based upon priority of need and indi-
cating costs by construction periods is also included. This, how-
ever, is a flexible arrangement and may be varied from time to
time to suit changing traffic demands or fluctuating financial con-
ditions. Considering the magnitude of the plan as proposed it
is not surprising that the cost estimates reach into many millions
of dollars.

As was pointed out by Your Excellency in the directive of
August 9, the highway problems of the Commonwealth are not
confined to the Metropolitan Area. In addition to those of this
Area there exist throughout the remainder of the State many
points of acute traffic congestion, many miles of inadequate high-
ways, many bridges of insufficient width and strength. These
problems are recognized in the current report of the Department
of Public Works on State Highway Needs. To correct these con-
ditions, many additional millions of dollars will be needed.

In attempting to produce a financing program for the Metro-
politan Plan the needs of the remainder of the State must be kept
in mind, and a fair balance maintained in order that an equitable
expenditure of highway funds may result. Current gasoline tax
incomes will undoubtedly prove inadequate to provide for under-
writing the program on a "pay-as-you-go" basis. On the other
hand, attempting to scale construction progress down to meet the
tempo of normal highway fund income would prolong comple-
tion of the Plan too far into the future. Means should be found
that will provide for an accelerated ten-year construction pro-
gram, and at the same time keep gasoline tax levies within rea-
sonable bounds.

Your Joint Board, being firmly of the opinion that speed of
accomplishment is the very essence of the proposed metropolitan
highway system, urges that every reasonable step be taken to
bring about its effectuation within the prescribed ten-year period.
As previously pointed out, this cannot be accomplished under
any "pay-as-you-go" policy, based upon present highway funds.

While it is essential that the expressway system be completed in
the shortest time possible, it should be remembered that the
system is designed to tare tor our major highway needs for years
into the future. It is only reasonable to expect that the future
users of the system should share in its cost. It is recommended
that beyond the amounts which may be appropriated from cur-
rent revenues, the remainder of the costs be financed by long-
term bond issues, using part of the proceeds of the Highway
Fund for amortization. The projects proposed by the Master
Plan represent a total cost approximately equal to that of the
Department of Public Works program for the remainder of the
State. It therefore seems reasonable to expect that one-half of the
future funds available for new construction should be allocated
toward the financing of this Plan. Upon that basis, studies by
the Joint Board indicate that the proposed bond issues could be
amortized within a 30-year period provided that there be imposed
an additional State-wide gasoline tax of one cent per gallon, one-
half of which should be earmarked for the Metropolitan Area.

The entire financing program could undoubtedly be greatly
accelerated by the collection of tolls from users of the expressway
system. The consultants' report under the chapter "Economic
Justification," points out the savings in time and money inherent
in the use of modern superhighways. The proposed expressways
will afford their users such savings in time and such comfortable
and pleasant travel conditions that it is doubtful if there would
be any substantial opposition to the imposition of small tolls.
The collection of nominal tolls would not only serve to speed
up the construction program but would hasten the retirement of
the bonds and permit the removal of the extra gasoline tax at
the earliest possible date. Inasmuch as a decision to recommend
a specific system of tolls would have to be based upon an exhaus-
tive scientific study involving many complicated factors, the
Board is unable to make such definite recommendations at this
time. It is urged, however, that this be immediately made the
subject of such a study.

A serious impediment to all major highway development in
recent years, one which may well continue for some time, has
been caused by the housing situation. Although every possible
attempt is always made in laying out highways to avoid the tak-
ing of residential property, it is impossible to locate new arterial
routes in urban areas without affecting some homes. The natural
reluctance on the part of highway officials to force people to va-
cate their homes in these times of housing shortages, while under-
standable, has nevertheless resulted in the postponement of essen-
tial highway projects. On the other hand, the vigorous opposi-
tion of persons whose homes are involved is also easily under-
standable. Arguments that the few must suffer for the benefit of
the many fail to impress the man who is told he will have to
vacate his home to make way for a projected highway. In this
day and age a more sympathetic approach to the problem is
needed.

It should now be recognized that the relocation of tenants
is an integral part of a highway project. If homes must be taken
to clear the right of way, advance provision should be made to
relocate the occupants in new living quarters equally as good as
those they are required to leave. Admittedly not easy of accom-
plishment under present housing conditions, the solution should
be attempted in a realistic manner, as is being done in other
cities such as New York, Chicago, and Los Angeles. When the
structural condition of buildings permits, they should be moved
to nearby vacant land. To assist tenants there should be set up
an office of tenant relocation in conjunction with each major
highway project. In congested areas, particularly those of sub-
standard housing nature, consideration should be given to mass
relocation of tenants in new housing projects. Sincere efforts
along these suggested lines should go a long way toward facilitat-
ing the acquisitions of rights of way and making possible an early
start on actual construction.

Since the entire program will require at least ten years to
complete, it can readily be seen that normal use and develop-

♦V

ment in the meantime of the land to be affected by right of way
acquisition could result in such growth and expansion that values
would reach prohibitive proportions. One way to protect the
State's rights would be to make immediate takings of all prop-
erties to be involved. Such a procedure would obviously be im-
practicable since the necessary expenditures would unbalance
the entire financial plan and upset the stage construction pro-
gram. As an alternate, there could be established a policy of
development control, similar to that of Ohio or Pennsylvania,
whereby the State would immediately define the right of way
lines but postpone actual takings until necessary for construc-
tion. Under such an arrangement land would remain in private
ownership, with the provision that its existing use may continue
by the owners, but no change in use, nor improvement, nor sub-
division be allowed without official approval.

This action would naturally raise the objection that undue
hardship was being imposed upon property owners by restricting
the free development of their holdings. This could be met by
proper reimbursement to the owners for the limitation of use
and occupancy.

Your Joint Board concludes its report with the following
comments and recommendations:

For the first time the State now has a Master Highway Plan
for the Boston Metropolitan Area based upon reliable factual
data, data supplied by the people themselves. It might, there-
fore, be paraphrased, not as the Joint Board's Plan, not as the
Consultants' Plan, but as the People's Plan. If the industrial,
social, and economic life of the Area is to be preserved, it must
be freed from the transportation strangulation it now faces.

The Joint Board therefore recommends:

I. That the Plan be adopted as the Master Plan of High-
ways for the Boston Metropolitan Area.

II. That its financing be implemented in part by a pro-

portionate share of a State-wide additional gasoline
tax of one cent per gallon.

III. That its cost be paid insofar as practicable by long
term general obligation bonds of the Commonwealth.

IV. That a complete study of the feasibility of toll collec-
tion on the expressway system be instituted immedi-
ately by the Joint Board.

V. That legislation providing for the relocation of ten-
ants of properties affected be enacted.

VI. That legislation providing for the control of the de-
velopment of land related to highway projects be
enacted.

VII. That consideration be given to the desirability of con-
ducting parking surveys in Boston and other munici-
palities.

VIII. That the Joint Board be continued for the purpose of
assisting in the preparation of legislation and in fur-
ther development and effectuation of the Master
Plan.

IX. That the policy of highway master planning as estab-
lished by this report be expanded to cover the other
metropolitan areas throughout the State, to be based
upon origin and destination studies by the Depart-
ment of Public Works, the same to be correlated with
the ten-year program of the Department by joint ac-
tion of the Department of Public Works and the State
Planning Board.

X. That funds be appropriated to carry out the provi-
sions of recommendations IV and IX above, recom-
mendation IX to be on the basis of Federal funds
participating.

The members of your Joint Board have been proud to serve in this capacity. The origin and destination traffic survey
conducted by the Department of Public Works in co-operation with the Public Roads Administration has been of immeasur-
able value. It has been a pleasure to work with the consultants in the formulation of the Master Plan. Their diligent and
intelligent approach to the problem has resulted in the splendid, comprehensive report appended hereto, prepared inde-
pendently, with a free hand, and based solely upon factual data.

For the earnest and sympathetic consideration of Your Excellency, the General Court, municipal officials, civic and other
interested agencies, and all of the people of the Commonwealth, this report is

Respectfully submitted,

wV-C-iuA.

uc« -»

4:€

William H. Buracker, Chairman
Commissioner of Public Works

CjO&c/'o eJ?>-cfcSLc

<*m C>\

(Miss) Elisabeth M. Herlihy, Vice Chairman
Chairman. State Planning Board

William T. Morrissey, Vice Chairman *

Commissioner, Metropolitan District Commission

♦VII

THE COMMONWEALTH OF MASSACHUSETTS

MASTER HIGHWAY PLAN /»
tu BOSTON METROPOLITAN AREA

prepared for the JOINT BOARD FOR THE METROPOLITAN MASTER HIGHWAY PLAN
in cooperation with the PUBLIC ROADS ADMINISTRATION, FEDERAL WORKS AGENCY

1948

CHARLES A. MAGUIRE AND ASSOCIATES

Engineers

Boston. Massachusetts

J. E. GREINER COMPANY Baltimore

DeLEUW, CATHER & COMPANY ■ chicaco
Consultants

TABLE OF CONTENTS . . .

List of Plates, Illustrations and Exhibits 2

Letter of Transmittal 4

Foreword 6

Introduction 7

Method of Approach 8

RECOMMENDED SOLUTION

A complete system of expressways to serve the entire area
forms the backbone of the recommended solution to Metropol-
itan Boston's complex traffic problems. So that there may be no
confusion in the use of terms, it should be made clear that the
word "expressway" as used in this report is synonomous with
the terms "freeway" and "limited access highway." Expressways
in this sense are channels for the uninterrupted movement of
motor vehicles. They are connected with the adjoining street
system through properly designed entrances and exits at reason-
ably spaced intervals. Generally depressed below the level of the
territory through which they pass, they occupy strips of generous
width with properly landscaped side slopes, giving them a park-
like appearance. They may be built as elevated structures, how-
ever, in areas of high property values; where a depressed road-
way would be below sea-level; or where existing underground
structures, such as subways, make depressed roadways infeasible.
In the outer portions of a metropolitan area where cross-streets
are infrequent, it is often possible to build expressways conform-
ing generally with existing ground contours over considerable
distances. On a true expressway of any of these types, the inter-

ferences and accident potentials of pedestrians, cross-traffic, bus
stops, parking maneuvers and other traffic hazards are eliminated
by physical means. Expressways may be restricted to private
automobiles or they may be opened to general highway traffic.
The expressways discussed herein are intended for the use of all
types of vehicles unless otherwise explicitly stated.

Functional plans have been prepared for surface improve-
ments in downtown Boston which are deemed sufficient to make
possible the collection and dispersion of expressway traffic. These
recommended changes will also expedite the movement of traffic
to and from the area on other major arteries, present and pro-
posed.

A network of principal streets covering the entire metropol-
itan area has been selected. It is recommended that the streets so
designated be brought to maximum possible efficiency by the
proper use of traffic signs, signals and markings; by the enact-
ment of needed parking regulations and stringent enforcement
thereof; by the installation of modern street lighting to bring
the level of illumination on each artery to the standard recom-

mended by committees of impartial authorities specializing in
this field; and, where appropriate, by more elaborate physical
changes such as channelization, by-passes, or grade separation
structures.

These plans for new highway facilities and for improvements
in the use of those now existing will not be adequate unless other
plans now under consideration, or their equivalent, are carried
out successfully. Among these complementary plans are the pro-
gram for extensions and betterments of the rapid transit system,
the union truck terminals proposed by the Boston City Planning
Board, plans for an improved and relocated market district, and
plans for off-street parking facilities not only in downtown Boston
but also in other parts of the metropolitan area.

It should be emphasized that no one can ride to work on
plans for highways. This report must be implemented by proper
legislative action, by a sound financial plan and by a vigorous
construction program to assure these recommendations being
transmuted into steel and concrete.

TRAFFIC STUDIES

L HIS MASTER HIGHWAY PLAN STUDY IS BASED ON THE

most comprehensive traffic data ever available in the Boston
Metropolitan Area. The costliness and complexity of modern
urban highway improvements require a sound foundation of
factual data. For this reason, a technique of gathering and ana-
lyzing complete information on the origins and destinations of
trips by individuals in private or commercial motor vehicles and
by mass transportation has been developed to a high degree of
refinement during recent years. This type of information forms
the background for this report.

The origin and destination study in Boston and vicinity is
similar to those recently completed in 60 other American cities
of all sizes. The study consists largely of travel data obtained
through home interviews, supplemented by an external survey
which involved roadside interviews and traffic counts. This sur-
vey was undertaken by the Department of Public Works, Traffic
Division, Commonwealth of Massachusetts, in cooperation with
the Public Roads Administration, Federal Works Agency.

In rural areas, the pattern of vehicle movement can generally
be determined satisfactorily by counting vehicles. If additional
information is required, the vehicles may be stopped and such
pertinent information as origins and destinations obtained. In
urban areas, however, traffic congestion and the multiplicity of
streets make roadside interviewing impractical. In addition to
the movement of passenger cars, taxis and trucks, it is necessary
to obtain data on the movements of individuals themselves,
whether they travel by private vehicle, truck, taxi, street car, bus
or otherwise, and it is especially important to obtain information
concerning their origins and destinations. Further, it is impor-
tant to know when, where, how and for what reason people travel.

DESCRIPTION OF ORIGIN AND

DESTINATION SURVEY Study Area

The Boston Metropolitan Traffic Study Area is comprised of
approximately 380 square miles with an estimated population of
1,810,000. In addition to the City of Boston, the following cities
and towns are included in the study area: Arlington, Belmont,
Braintree, Brookline, Cambridge, Chelsea, Dedham, Everett,
Lynn, Maiden, Medford, Melrose, Milton, Newton, Quincy,
Revere, Saugus, Somerville, Waltham, Watertown, Weymouth,
Winchester and Winthrop. The study area is served by three
U. S. routes, namely, 1, 3, and 20, in addition to state numbered
routes as shown on

Plate 1 — Regional Map Showing U. S. Routes,

Plate 2 — Important Roads, Cities and Towns Adjacent to
Study Area.

Division of Study Area

In order to obtain complete information on traffic move-
ments, each city and town within the study area was divided into
zones and further subdivided into sectors, the latter consisting
of two or three city blocks. The area was thus subdivided into
138 zones and 648 sectors of which 17 zones containing 177 sec-
tors were located in downtown Boston. For analysis, the zone
was used as the smallest subdivision except for special studies.
However, all origins and destinations were coded by both zones
and sectors, which will make possible the study of specific high-
way locations as required. Plate 3 shows the subdivision of the
study area into zones.

Sampling and Interviewing

A sampling technique similar to the method successfully
employed in public opinion polls was used. The accuracy of this
procedure has been proven by the Bureau of Census, and by the
experience in other metropolitan areas in conducting similar
surveys. Its success depends on the selection of a truly represen-
tative sample and the proper training and supervision of inter-
viewers.

The origin and destination study was divided into two

phases:

1. Internal survey, including

a. Selection of samples for homes,

trucks, and taxis

b. Home interviews

c. Truck interviews

d. Taxi interviews

2. External survey

a. Traffic counts

b. Roadside interviews

In selecting the sample for home interviews, Sanborn and
zone maps were used. A five per cent sample was selected which
produced 21,444 units, from which 22,512 interviews were ob-
tained, and 22,409 were completed. (Some units contained two
or more households.)

In the case of both taxicabs and trucks, a 10 per cent sample
was used. A total sample of 194 taxis was selected which pro-
duced 172 interviews. In the truck survey a sample of 2,873
trucks was selected which produced 2,381 interviews. The dif-
ference between the total sample and total interviews is ac-
counted for by the fact that some of the sample vehicles were out
of operation.

Qualified interviewers, specially trained for the work, visited
apartment houses, private homes, rooming houses, hotels, institu-
tions, hospitals and colleges in each section of the study area.
They questioned the occupants concerning trips made by each

member of the household on the preceding day, including travel
by automobile, taxi, rapid transit, bus and train. At hotels, only
permanent guests were interviewed, and at institutions only staff
employees. The interviews were made on weekdays from Tues-
days through Saturdays and the interviewers obtained informa-
tion on travel on the day preceding the interview. Interviews
were conducted for the selected sample only and no substitutes
were permitted.

The external survey determined the travel habits of persons
entering the study area. On all roads intersecting the boundary
around the study area and carrying significant volumes of traffic,
passenger car, taxi and truck drivers were stopped and ques-
tioned as to their origins and destinations. Forty seven of the
105 roads that crossed the cordon carried 90 per cent of the daily
traffic. Roadside interview stations were set up on these 47 high-
ways and over 65 per cent of all vehicles that passed through these
stations were stopped and interviewed on a typical weekday.

These two phases of study were carried on simultaneously
from September 4, 1945 to December 15, 1945 for weekday travel
only, Monday through Friday, and the data recorded at the road-
side interview stations were correlated with the internal inter-
view information.

Accuracy of Survey

A screen line was established to check the accuracy of the
expanded interview data. The line selected started at the Sum-
ner Tunnel, crossed the Charlestown district, the Warren and
Prison Point Bridges, and then followed the Fitchburg Division
of the Boston and Maine Railroad through Somerville, Cam-
bridge and Belmont. Daily volume counts were made at each
of the 21 roads crossing the screen line. These volumes were
then compared with the probable traffic as derived from the ex-
panded interview data. For the 16-hour period from 7:00 A.M.
to 11:00 P.M. the interview accuracy was 91 per cent, which
compares favorably with similar surveys in other cities.

ANALYSIS OF DATA

The traffic data collected from the interviews make it pos-
sible to learn where people go, the time pattern of travel, the trip
purposes, and the modes of transportation. Analysis of this in-
formation provides the basis for selecting route locations to best
serve the traffic needs of the study area. Estimates can also be
made of the traffic volumes which will use the various sections of
the proposed routes as well as the use of proposed access facilities.

The traffic movement of vehicles and passengers is divided
into four classes as follows:

- Movement of all types of motor vehicles from one
roadside interview station to another without a stop
within the area.

Movement of all types of motor vehicles between
roadside interview stations and zones.

Class 1

Class 2

Class 3 — Movement of all types of motor vehicles between
zones.

Class 4 — Mass transportation passenger movement between
zones.

The following tabulation shows a recapitulation of these
classes:

Total

Means of Travel
MOTOR VEHICLE TRIPS BY:

Passenger Cars and Taxi . 7,715

Trucks 1,090

Total Motor Vehicle Trips . . 8,805

Station

Zone

Station

Zone

154,883 467,148 629,746

21,960 158,257 181,307

176,843 625,405 811,053

MASS TRANSPORTATION

Boston Elevated Railway Company
Vehicles* ....

Alone ....

In Combination
Independent Buses .

Alone ....

In Combination
Suburban Railroads

Alone ....

In Combination
Total Mass Transportation

* Now operated by Metropolitan Transit Authority.

807,600

760,986
46,614

117,591
5,943

32,561
15,776

979,471 979,471

123,534

48,337

Desire Lines of Travel

From the data obtained on the various classes of traffic move-
ment, desire lines of travel for all types of motor vehicles —
passenger cars, taxis, and trucks — as well as Metropolitan Transit
Authority and independent bus patrons, and suburban railroad
passengers were prepared. A desire line can be defined as a
straight line between the point of origin and the point of des-
tination of a trip or group of similar trips, without regard to
routes traveled, in other words the line of travel if a direct high-
way existed. These lines were drawn between roadside interview

stations, between roadside interview stations and the geograph-
ical center of zones, and between zones. In the preparation of
charts showing desire lines of travel, the intra-zone trips are
omitted because it is not feasible to show directional flow within
a zone.

Major directional desire lines were prepared showing travel
by all types of motor vehicles, by trucks only, by vehicles of the
Metropolitan Transit Authority and by independent buses, and
by suburban railroads. These major directional desire lines are
shown on Plates 11, 12, 16 and 17, respectively. The bands do
not show trip lengths, neither do they establish the exact location
for traffic routes. They should not be confused with traffic flow
charts which show actual or anticipated traffic on existing or pro-
posed facilities. Each band is merely a grouping of the various
desire lines having a like direction into a band showing that di-
rectional desire. The major directional desire lines form a basis
for selection of the general location of expressways, street im-
provements, or rapid transit routes from the viewpoint of traffic
service. The widths of the bands indicate the approximate vol-
ume of vehicles or passengers each route would attract. The
bands are relative only and represent such trips as fall within
rather close limits along the direction of the major desire lines
of travel.

Motor Vehicle Trips

Appendix 1 shows the number of daily trips by all types of
motor vehicles passing thru the study area from cordon to cordon,
identified by station of entry.

Appendix 2 shows by types of motor vehicles the number of
daily trips with origin or destination within the study area that
crossed the cordon line and the stations thru which they passed.

In order to present a complete picture of the movement of
all types of motor vehicles between zones, Appendix 3 gives a
recapitulation of these data. The totals in this tabulation are
sums of the actual daily expanded trips segregated into total

inter and intra-zone trips, intra-zone trips and inter-zone trips
for zones of the downtown area and all other zones.

Mass Transportation Passenger Movement Between Zones

The inter- and intra-zone travel by Boston El (now the
Metropolitan Transit Authority) , independent bus and subur-
ban railroad represents 979,471 daily trips, divided as follows:
Boston Elevated Railway Company's Vehicles 807,600

Independent Buses 123,534

Suburban Railroad 48,337

Of these, 908,058, or 92.71 per cent, are inter-zone trips, while the
remaining 71,413 or 7.29 per cent, are intra-zone trips. In order
to show mass transportation passenger trips, which have origin
or destination in zones of the downtown area separately from
those that have origin and destination in other zones but must
pass through the downtown area, these passenger trips have
also been segregated into two groups, one showing the travel be-
tween downtown area and zones and the other between zones
exclusive of the downtown area. See Plates 13 and 14.

The intra-zone passenger trips are not shown on the plates
portraying Metropolitan Transit Authority, independent bus or
railroad passenger travel.

Actual fare collections are known to be greater than the
above figures indicate, just as screen line volume counts of ve-
hicles were greater than volumes as derived by analysis of the
home interview surveys. The patterns of transit traffic movement
as revealed by these data are proportionately correct, however,
and can be expanded accordingly. A summary of the survey data
will be found in Appendix 4 which also recapitulates vehicular
data.

The following tabulation shows a recapitulation of the
movement between zones of mass transportation passengers,
either by Metropolitan Transit Authority, independent buses or
suburban railroads. These data are shown as total inter- and
intra-zone trips, intra-zone trips alone and inter-zone trips alone
for zones of the downtown area and for all other zones.

Suburban Boston

Movement Railroad Bus El Total

Inter- and Intra-Zone Trips Between
Downtown Area and Other Zones . 39,076 5,775 413,973 458,824

Inter- and Inira-Zone Trips Between
Zones Exclusive of Downtown Area . 9,261 117,759 393,627 520,647

Total Inter- and Intra-Zone Trips . . 48.337 123,534 807,600 979,471

Intra-Zone Trips —

Downtown Area 1,407 1,407

Downtown Area

Other Zones 63 17,653 52,290 70,006

Total Intra-Zone Trips 63 17,653 53,697 71,413

Inter-Zone Trips — Downtown Area
and Other Zones 38,971 5,775 391,797 436543

Inter-Zone Trips —

Downtown Area 105 20,769 20,874

Between Other Zones 9,198 100,106 341,337 450,641

Total Inter-Zone Trips 48,274 105.881 753,903 908,058

Intra-Area Trips — Downtown Area . 105 22,176 22,281

Origins and Destinations
In order to ascertain the movement of traffic within the study
area, it is important to know the origin and destination of trips
made in private vehicles and also those by mass transportation.
As a trip consists of a journey between an origin and a des-
tination, the total number of origins and destinations within any
area is twice the number of inter- and intra-zone trips plus the
inter-area trips having either origin or destination within the
area.

The total number of inter- and intra-zone trips for all types
of motor vehicles within the study area was 625,405. This multi-
plied by two gives 1,250,810 origins and destinations within the
study area to which must be added 176,843 inter-study area trips
which have either an origin or destination within the study area
making a grand total of 1,427,653 origins and destinations. As
through trips do not have either origins or destinations within
the study area, they are not included.

For mass transportation, origins and destinations are shown
only for the zone to zone movement within the study area be-
cause it was not practicable to stop vehicles in this category at
roadside interview stations for the purpose of interviewing
passengers.

The total number of inter- and intra-zone daily Boston
Elevated, independent bus and suburban railroad passenger trips
within the study area was 979,471. This multiplied by two gives
1,958,942 origins and destinations within the study area.

Origins and destinations for all types of motor vehicles and
for mass transportation by cities and towns will be found in
Appendix 5 and Appendix 6, and graphically on Plates 18 and
19, respectively.

Traffic to the Downtown Area

Boston, like most other large cities, has serious traffic prob-
lems in the downtown area. From the data collected by the
origin and destination survey, the residents have revealed where
they want to go. Construction of new facilities or improvement
of existing streets in the locations indicated by correct interpre-
tation of these data will aid in the collection and dispersion of
downtown traffic.

Congestion on the downtown streets will also be reduced to
the extent that they are now overburdened, with traffic which
will be over-passed or by-passed on the proposed expressways.
Potentialities for relief as a result of this expedient are not as
great as in the case in most other large cities.

An analysis of the data from the recent survey shows that
25.47 per cent of all the traffic in and out of the study area either
goes through, into or moves within the downtown area of Boston.
This traffic is divided as follows: 18.24 per cent had origin or
destination in the business district, 1.85 per cent went thru
without stopping, and 5.38 per cent of all trips made in the sur-
vey area had both origins and destinations in the downtown area.
Only 16.9 per cent of the traffic entering downtown Boston could
be by-passed.

The daily movement of all types of motor vehicles between
zones of the entire study area plus the 47 roadside stations and
zones of the downtown area is 147,925 daily trips, divided as
follows: 117,984 daily trips between zones of the entire study
area and the downtown area and 29,941 between roadside inter-
view stations and the downtown area being 79.76 and 20.24 per
cent, respectively, of the total daily trips.

In addition there are 43,666 daily trips made wholly within
the downtown area and 15,002 trips pass thru the area without
stopping. Therefore, a total of 206,593 motor vehicle trips had
origin or destination within, or passed thru, the downtown area.

In order to portray graphically the movement between the
downtown area and the various zones and roadside interview
stations the entire study area was divided into seven areas radiat-
ing from downtown Boston.

Plates 20 to 26, inclusive, show graphically the dispersion of
daily traffic between the downtown area and the various areas
and roadside interview stations. Detailed information for each
area and for a composite of all areas is given in Appendix 7.

The intra-zone travel of 43,666 daily trips within the down-
town area is not shown on the plates nor in Appendix 7, neither
is the through movement of 15,002 trips, or travel between inter-
view stations.

The greatest number of daily trips into the downtown area
is from the west. The movement from this area is 42,127 daily
trips or 28.48 per cent of the 147,925 daily trips. The least num-
ber of daily trips into the downtown area is from South Boston
or Area 7. The movement from this area is 8,095 daily trips or
5.47 per cent.

The greatest number of daily trips from points outside the
study area alone to the downtown area is from the northwest,
and the fewest from the north.

Supporting Data

The traffic information presented briefly in the foregoing
presentation and accompanying exhibits is supported not only
by the basic data prepared by the Department of Public Works,
Commonwealth of Massachusetts, but also by 18 thick volumes
of tables summarizing and analyzing these data which were pre-
pared by the consultants. These volumes should be carefully
preserved, as they will prove of constant value in the implement-
ing of the recommendations contained herein and in the detailed
studies of other traffic problems which will be made in the future.

PLATE 1

REGIONAL MAP

A map of the Boston Metropolitan Traffic Study Area with relation to the surrounding states showing U. S. numbered routes and the proposed
interstate highway system.

HAMPSHIRE

PLATE 2

MAJOR HIGHWAY MAP

Cities and towns within twenty-five miles of the
Origin and Destination Study Area showing impor-
tant State highways.

PLATE 3

ZONE MAP

The Boston Metropolitan Traffic Study Area sub-
divided into 138 zones.

The numbered zones on the map torm the basis
for the origin and destination study procedure.
Also shown and identified by number are the 47
roadside interview stations where trip information
was obtained from motor vehicle drivers entering
and leaving the study area.

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PLATE 4

DESIRE LINES

All Types of Motor Vehicles
— Thru Trips

Desire lines of travel for all types of motor vehicles,
in volumes of 100 trips or over per day, from one
roadside interview station to another without stop-
ping in the study area. Of a daily total of 8,805 such
trips, 2,781 or 31.58 percent take place in groups of
100 or over and are therefore charted on the exhibit.
The 8,805 thru trips across the study area from cor-
don to cordon represent only 1.09 percent of the
811,053 daily trips made thru to, from or within
the study area. Of these thru trips, 7,715 or 86.62
percent represent passenger cars or taxis while the
balance are made by trucks.

PLATE 5

DESIRE LINES

All Types of Motor Vehicles
— Between Stations and Zones

Desire lines of travel for all types of motor vehicles,
in trip volumes of 100 and over per day, between
roadside interview stations and zones. The bars
represent 115,545 trips or 65.34 percent of the total
176,843 daily trips between roadside interview sta-
tions and zones. These 176,843 trips are only 21.80
percent of a total of 81 1,053 trips made daily in the
study area. A directional breakdown by types of
vehicles follows:

Between AH Roadside
Type of Vehicle Interview Stations and Zones

Volume Percent of ( )

All Types of Motor Vehicles . . 176,843 (1) 100.00
Passenger Cars and Taxis . . . 154,883 (2) 87.58 (1)
Trucks 21,960 (3) 12.42 (1)

Between Northern Roadside
Interview Stations and Zones

All Types of Motor Vehicles . . 89,092 50.37 (1)

Passenger Cars and Taxis . . . 78,268 50.53 (2)

Trucks 10,814 49.24 (3)

Between Western Roadside
Interview Stations and Zones

All Types of Motor Vehicles . . 38,757 21.92 (1)

Passenger Cars and Taxis . . . 34,025 21.97 (2)

Trucks 4,732 21.55 (3)

Between Southern Roadside
Interview Stations and Zones

All Types of Motor Vehicles . . 49,004 27.71 (1)

Passenger Cars and Taxis . . . 42,590 27.50 (2)

Trucks 6,414 2921 (3)

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PLATE 6

DESIRE LINES

Trucks — Between Stations and Zones

Desirk lines of travel for trucks, in volumes of 50
trips and over per day, between roadside interview
stations and zones. The bars represent 6,977 trips
or 31.77 percent of a daily total of 21,960 truck trips
and 3.95 percent of the 176,843 daily trips between
roadside interview stations and zones. The 21,960
truck trips represent 3.85 percent of 181,307 daily
truck trips thru, into and within the study area.

ZZ'JLJlf"

PLATE 7

DESIRE LINES

All Types of Motor Vehicles
Between Zones and Downtown

Desire lines of travel for all types of motor vehicles
in volumes of 100 trips and over per day, for inter-
zone trips between the downtown area and other
zones. The lines represent 86,114 trips or 57.64 per-
cent of 149,412 daily inter-zone trips between the
downtown area and other zones. Not shown are
43,666 daily intra-area trips within the downtown
area.

All inter- and intra-zone trips by all types of
motor vehicles traveling within the study area rep-
resent 625,405 daily trips or 77.11 percent of the
total 811,053 daily motor vehicle trips. Of the
625,405 daily trips, 515,940 or 82.50 percent, are
inter-zone trips, while the balance are intra-zone
trips. The inter-zone trips represent the major por-
tion of the traffic moving in the study area and it is
this traffic that the proposed system of expressways
is intended to serve.

The intra-zone trips are omitted from the plates
showing the desire lines of travel for zone to zone
movement because it was not feasible to show the
directional How within a zone.

In order to show movements which have origin
or destination in the zones of the downtown area
separately from those which have origin or destina-
tion in other zones but must pass through the down-
town area, the desire lines of travel portraying the
zone to zone movement have been divided into
groups — one showing the travel between the down-
town area and zones, and the other between zones
exclusive of the downtown area.

COADON UNE

OTT OB TOWN UNt
IONE Line

©ROADSIDE INTERVIEW
STATIONS

PLATE 8

DESIRE LINES

All Types of Motor Vehicles

Between Zones

(Exclusive of Downtown)

Desire lines of travel for all types of motor vehicles,
in trip volumes of 100 trips and over per day, for
inter-zone trips between zones other than those in
the downtown area. The lines represent 294,888
trips or 80.45 percent of 366,528 daily inter-zone
trips between zones other than those in the down-
town area. Not shown are 109,465 daily intra-zone
trips within the study area, 12,238 of which were in
the downtown area.

Of the 515,940 daily inter-zone trips within the
entire study area 117,984, or 22.87 percent, were
between the downtown area and other zones, 31,428,
or 6.09 percent, were between zones of the down-
town area, while the balance was between zones,
exclusive of the downtown area. See Appendix 3.

PLATE 9

DESIRE LINES

Trucks
Between Zones and Downtown

Desire lines of travel for trucks, in trip volumes of
50 trips and over per day, for inter-zone trips be-
tween the downtown area and other zones. The
lines represent 14,590 trips or 41.55 percent of the
35,112 daily inter-zone truck trips between the
downtown area and other zones. Not shown are
22,450 daily intra-area truck trips within the down-
town area.

All inter- and intra-zone trips by trucks traveling
within the study area represent 158,257 trips or
25.30 percent of the total 625,405 daily trips. Of the
158,257 daily trips 114,707, or 72.48 percent, are
inter-zone trips while the balance are intra-zone
trips.

Of the 114,707 daily inter-zone trips 21,232, or
18.51 percent, were between zones of the downtown
area and other zones, 13,880 or 12.10 percent were
between zones of the downtown area while the re-
maining 79,595 daily trips, or 69.39 percent, were
between zones exclusive of the downtown area. Of
the 43,550 intra-zone trips, 8,570 were in the down-
town area.

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PLATE 1 0

DESIRE LINES

Trucks — Between Zones
(Exclusive of Downtown)

Desire lines of travel for trucks, in volumes of 50
trips and over per day, for inter-zone trips between
zones other than those in the downtown area. The
lines represent 59,862 trips or 75.21 percent of the
total 79,595 daily inter-zone truck trips between
zones other than those in the downtown area. Not
shown are 34,980 daily intra-zone truck trips within
the study area.

PLATE 11

MAJOR DESIRE LINES

All Types of Motor Vehicles

Major directional desire lines of travel for all types
of motor vehicle trips, internal and external. The
volumes as shown by width of bands are relative
only and represent such trips as fall within rather
close limits of these directional lines. The 13 major
desire lines shown represent 371,680 trips divided as

follows:

Between roadside interview stations . . 1.533

Between roadside interview stations and

zones 66,063

Inter-zone trips 304,084

Total 371,680

This volume represents 52.98 percent of 701,588
daily trips made through, into and within the study
area, exclusive of intra-zone movement, for all types
of motor vehicles.

These bands do not show trip lengths nor do they
establish the most feasible location for traffic facil-
ities. Each band is merely a grouping of the various
desire lines along a like direction, into a band show-
ing that directional desire.

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PLATE 12

MAJOR DESIRE LINES

Trucks

Major directional desire lines of travel for truck
trips, both internal and external. The volumes as
shown by width of bands are relative only and rep-
resent such trips as fall within rather close limits
of these directional lines. The eight major desire
lines shown on the plate represent 98,041 trips
divided as follows:

Between roadside interview stations . . 40

Between roadside interview stations and
zones 6,554

Inter -zone trips 91,447

Total 98,041

This volume represents 71.17 percent of 137,757
daily truck trips made thru, into and within the
study area, exclusive of intra-zone movement.

These bands do not show trip lengths nor do
they establish the most feasible locations for traffic
routes. As on Plate 1 1 each band is merely a group-
ing of the various desire lines, along a like direc-
tion, into a band showing that directional desire.

PLATE 13

DESIRE LINES

Mass Transportation
Between Zones and Downtown

Desire lines of travel for Boston Elevated Railway
Company (now Metropolitan Transit Authority)
and independent bus passengers, in volumes of 100
trips and over per day, for inter-zone trips between
the downtown area and other zones. The lines rep-
resent 378,890 trips or 95.30 percent of 397,572 daily
inter-zone Boston El and independent bus passenger
trips between the downtown area and other zones.
The pJate does not show the 22,176 daily intra-area
Boston El passenger trips within the downtown
area.

The following table classifies trips by public trans-
portation, other than suburban railroads which ac-
count for only 4.94 percent of the total:

Number and Percent of Transit Trips

Boston Independent
Elevated Bus

Total (Including Railroad) 979,471 (1)

Inter- and Intra Zone . . . 807,600 (2) 123,534 (4)

82.45% of (1) 12.61 % of (1)

Inter-Zone 753,903 (3) 105,881 (5)

93.35% of (1) 85.71% of (4)
Between Downtown and

other Zones 391,797 5,775

51.97% of (3) 5.45% of (5)
Between Zones Exclusive of
the Downtown .... 341,337 100,106

45.27% of (3) 94.55% of (5)
Between Zones of Down-
town Area 20,769

2.75% of (3)

Intra-Zone

Downtown Area .... 1,407 _...

Other 52,290 17,653

14.29% of (4)

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PLATE 14

DESIRE LINES

Moss Transportation
Between Zones — Exclusive of Downtown

Desire lines ot travel for Boston Elevated and in-
dependent bus passengers, in volumes of 100 trips
and over per day, for inter-zone trips between zones
other than those in the downtown area. The lines
represent 403,328 passenger trips or 91.37 percent
of 441,443 daily passenger inter-zone trips between
zones other than in the downtown area. There are
69,943 daily passenger intra-zone trips within the
study area which are not shown.

•mpk\^

PLATE 15

DESIRE LINES

Railroad Passengers

Desire lines of travel for railroad passengers, in
volumes of 50 trips and over per day, for inter-zone
trips. The lines represent 37,184 passenger trips or
77.03 percent of 48,274 daily inter-zone railroad
passenger trips.

Of the 48,274 daily ■ inter-zone trips, 38,971 or
80.73 percent were between zones of the downtown
area and other zones, 105 or 0.22 percent, were be-
tween zones of the downtown area, while the re-
maining 9,198 or 19.05 percent, were between zones
exclusive of the downtown area. There were no
intra-area trips within the downtown area.

All inter- and intra-zone trips by railroad pas-
sengers represent 48,337 daily trips or 4.94 percent
of the total 979,471 daily trips by mass transporta-
tion. Of the 48,337 railroad passenger trips 48,274
or 99.87 percent, are inter-zone trips, while only 63
are intra-zone trips.

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PLATE 16

MAJOR DESIRE LINES

Mass Transportation

A composite map showing major directional desire
lines of travel for Boston Elevated and independent
bus passengers. The volumes as shown by width of
bands are relative only and represent such pass-
enger trips as fall within rather close limits of these
directional lines. The 12 major desire lines shown
on the plate represent 485,132 trips divided as fol-
lows:

Boston Elevated 414,307

Independent Bus 70,825

Total 485,132

This volume represents 56.42 percent of the total
859,784 daily Boston Elevated and independent bus
passenger trips made within the study area, exclu-
sive of intra-zone movement.

These bands do not show trip lengths nor do
they indicate exact locations of Boston Elevated or
independent bus routes. Each band is merely a
grouping of the various desire lines, along a like
direction, into a band showing that directional
desire.

PLATE 17

MAJOR DESIRE LINES

Railroad Passengers

A composite map showing major directional desire
lines of travel for railroad passengers. The volumes
as shown by width of bands are relative only and
represent such passenger trips as fall within rather
close limits along the direction of the major desire
lines. The six major desire lines represent 41,995
daily inter-zone trips which is 86.99 percent of
48,274 daily railroad passenger trips made within
the study area.

These bands do not show trip lengths nor do
they establish the most feasible location for trans-
portation routes. Each band is merely a grouping
of the various desire lines, along a like direction,
into a band showing that directional desire.

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PLATE 18

ORIGINS AND DESTINATIONS
BY ZONES

All Types of Motor Vehicles

Presentation of the number of all types of motor
vehicles that have origins and destinations in each
zone.

The length of each bar represents to scale the
total number of daily origins and destinations for
all types of motor vehicles, the solid lower portion
representing the number of daily truck trips with
origins and destinations in each zone.

PLATE 19

ORIGINS AND DESTINATIONS
BY ZONES

Mass Transportation

Graphic presentation of the number of Boston El-
evated and independent bus and railroad passengers
that have origins and destinations in each zone.

The length of each bar represents to scale the
total number of daily origins and destinations for
Boston Elevated, independent bus, and railroad
passengers, while the solid lower portion of each
bar represents the total daily origins and destina-
tions by railroad passengers alone.

TRIPS PER 24 HOURS

PLATE 20

TRIPS BETWEEN
DOWNTOWN BOSTON AND AREA 1

All Types oj Motor Vehicles

Dispersion of the total daily movement of all types
of motor vehicles between zones of the downtown
area and Weymouth, Braintree, Quincy, Milton,
Dorchester, and Roxbury plus the trips between the
downtown area and the 12 roadside interview sta-
tions located at the boundary lines of these
localities.

The greatest width of the band represents to scale
25,002 total daily trips. The smaller scaled tentacles
indicate the dispersion of these daily trips to the
zones of the downtown area.

The locations of the 12 roadside interview sta-
tions and movement between these stations and the
downtown area are as follows:

Station

Number Location

Located at
Boundary of Trips

Percent

Route 138

Milton 1,749

26.01

Route 128

Mil ton 90

1.34

Route 28

Quincy 1,588

23.61

North Street

Randolph 452

6.72

Route 37

Braintree 189

2.81

Route 18

Weymouth. 401

5.96

Union Street

Weymouth 239

3.55

Route 128

Weymouth 139

2.07

Route 3

Weymouth 502

7.47

High Street

Weymouth 56

0.83

Fort Hill Street

Hingham 85

1.26

Route 3 A

Weymouth 1,235

18.37

Total 6,725 100.00

PLATE 21

TRIPS BETWEEN
DOWNTOWN BOSTON AND AREA 2

All Types of Motor Vehicles

Dispersion of the total daily movement of all types
of motor vehicles between zones of the downtown
area and Dedham, Jamaica Plain, West Roxbury,
and Hyde Park, plus the trips between the down-
town area and the six roadside interview stations
located at the boundary lines of these localities.

The greatest width of the band represents to scale
19,453 total daily trips. The smaller scaled tentacles
indicate the dispersion of these daily trips to the
/ones ol the downtown area.

The locations of the six roadside interview sta-
tions and movement between these stations and the
downtown area is as follows:

Station

Number Location

Located at
Boundary of

Trips

Percent

29 Great Plain Ro;i<l

Need ha in

235

8.01

30 Route 135

Need ham

0.58

31 High Street, Route 109

Dedham

675

23.01

32 Washington Street, Route 1A

Dedham

639

21.78

33 Providence Pike, Route 1

Dedham

1,293

44.07

31 last Street

Dedham

2.55

Total

2,934

100.00

TR.PS PER 2 4 HOURS

PLATE 2 2

TRIPS BETWEEN
DOWNTOWN BOSTON AND AREA 3

All Types of Motor Vehicles

Dispersion of the total daily movement of all types
of motor vehicles between zones of the downtown
area and Allston, Brighton, Brookline, Newton,
Waltham, and Watertown plus the trips between
the downtown area and the eight roadside inter-
view stations located at the boundary lines of these
localities.

The greatest width of the band represents to scale
42,127 total daily trips. The smaller scaled tentacles
indicate the dispersion of these daily trips to the
zones of the downtown area.

The locations of the eight roadside interview sta-
tions and movement between these stations and the
downtown area is as follows:

Station

Number Location

Located at
Boundary of

Trips

Percent

21 Route 128

Waltham

0.90

22 Route 117

Waltham

208

2.76

23 Route 20

Waltham

587

7.80

24 Route 30

Newton

400

5.31

25 Washington Street

Newton

516

6.85

26 Route 9

Newton

4,792

63.62

27 Central Avenue

Needham

1.26

28 Route 128

Newton

866

11.50

Total 7,532 100.00

PLATE 23

TRIPS BETWEEN
DOWNTOWN BOSTON AND AREA 4

All Types of Motor Vehicles

Dispersion of the total daily movement of all types
of motor vehicles between zones of the downtown
area and Arlington, Belmont, Cambridge, Medford,
Somerville, and Winchester plus the trips between
the downtown area and the nine roadside interview
stations located at the boundary lines of these local-
ities.

The greatest width of the band represents to scale
29,668 total daily trips. The smaller scaled tentacles
indicate the dispersion of these daily trips to the
zones of the downtown area.

The locations of the nine roadside interview sta-
tions and movement between these stations and the
downtown area is as follows:

Station

Number Location

Located at
Boundary of Trips

Percent

Woodland Road

Medford 136

1.78

Route 28

Medford 3,012

39.37

Marble Street

Stoneham 119

1.56

Washington Street

Winchester 105

1.37

Main Street, Route 38

Winchester 701

9.16

Cambridge Street, Route 3

Winchester 818

10.69

Summer Street, Route 2A

Arlington 108

1.41

Massachusetts Avenue

Arlington 336

4.39

Concord Pike, Route 2

Arlington 2,316

30.27

Total 7,651 100.00

10,000

avooo}.;V<-.-,j

TRIPS PER Z4 HOURS

e, ooo [■;■;.;.;.

il^ZiivVj

PLATE 24

TRIPS BETWEEN
DOWNTOWN BOSTON AND AREA 5

All Types of Motor Vehicles

Dispersion of the total daily movement of all types
of motor vehicles between zones of the downtown
area and Charlestown, Everett, Maiden, and Mel-
rose plus the trips between the downtown area and
the three roadside interview stations located at the
boundary lines of these localities.

The greatest width of the band represents to scale
9,999 total daily trips. The smaller scaled tentacles
indicate the dispersion of these daily trips to the
zones of the downtown area.

The locations of the three roadside interview sta-
tions and movement between these stations and the
downtown area is as follows:

Station

Number Location

Located at
Boundary of

Trips

Percent

9 Main Street

Melrose

558

37.23

10 Franklin Street

Melrose

2.13

1 1 Lynn Fells Parkway

Melrose

909

60.64

Total 1,499 100.00

TRIPS PER 24 HOURS

PLATE 25

TRIPS BETWEEN
DOWNTOWN BOSTON AND AREA 6

All Types of Motor Vehicles

Dispersion of the total daily movement of all types
of motor vehicles between zones of the downtown
area and Chelsea, Lynn, Revere, Saugus, East Bos-
ton, and Winthrop plus the trips between the down-
town area and the nine roadside interview stations
located at the boundary lines of these localities.

The greatest width of the band represents to scale
13,581 total daily trips. The smaller scaled tentacles
indicate the dispersion of these daily trips to the
zones of the downtown area.

The locations of the nine roadside interview sta-
tions and movement between these stations and the
downtown area is as follows:

Station

Located at

Number Location

Boundary of

Trips

Percent

1 Route 129

Lynn

487

13.53

2 Route 1A

Lynn

581

16.14

3 Essex Street

Lynn

1.81

4 Route 107

Lynn

461

12.81

5 Lynn Street

Pea body

138

3.83

6 Lynnfield Street

Lynn

0.47

7 Route 1

Saugus

1,654

45.94

8 Water Street, Route 129

Saugus

1.33

47 Nahant Road

Nahant

149

4.14

Total 3,600 100.00

!""r„l° Sr°» ,.

TRIPS PER 24 HOURS

40 00 (/"•

6,000 r

10 .goo

e.ooo k"-;-;->;
.v.'.v. •.-..-.

TRIPS PER 24 HOURS

PLATE 26

TRIPS BETWEEN
DOWNTOWN BOSTON AND AREA 7

All Types of Motor Vehicles

Dispersion of the total daily movement of all types
of motor vehicles between zones of the downtown
area and South Boston. There were no roadside
interview stations located in South Boston.

The greatest width of the band represents to scale
8,095 total daily trips. The smaller scaled tentacles
indicate the dispersion of these daily trips to the
zones of the downtown area.

PLATE 27

TRIPS WITH ORIGINS OR

DESTINATIONS IN EACH

SECTOR OF DOWNTOWN BOSTON

All Types of Motor Vehicles

Numbi r of daily trips by all types of motor vehicles
that have origin or destination in each sector of the
downtown area. The total trips shown are 191,591
and include movement from zones to the downtown
area, roadside stations to the downtown area and
the intra-downtown area movement.

3 _ BOO

tpOO»'

100 500 1000 *00C 10,000

THE EXPRESSWAY SYSTEM

L HE TRAFFIC ANALYSIS HAS SHOWN THAT A NUMBE

of well defined major desire lines of travel exist in the Boston
Metropolitan Area. To serve the present and the future traffic
along these travel lines a system of expressways has been de-
veloped to form the backbone of the highway transportation net-
work. The data collected from the origin and destination survey
have been used in the analysis of the proposed system of express-
ways to determine the location of the facilities which will meet
the needs of the greatest number of motorists within and passing
through the study areas. In selecting routes for analysis to deter-
mine the amount of traffic and the service which would be
rendered, eight radial routes closely conforming to the major
directional lines of travel have been chosen, as shown on Page 50.
Deviations from these direct lines of travel have been imposed
in several instances, however, by such practical considerations as
bays, hills, or highly developed communities.

GENERAL CONSIDERATIONS

In developing the system it was necessary to make a thor-
ough study of existing highways in order to analyze these facil-
ities as feeders or supplemental routes, thus minimizing the num-
ber of expressways ultimately required to serve indicated traffic
volumes. In this connection the expressways have generally been
located where they will not parallel or compete with existing
adequate highways. The system has been so located as to pro-

:1c for proper connections between the various routes and the
existing and planned state and federal highways as the latter ap-
proach and penetrate the Metropolitan Area. ~*

Four of the expressways will comprise parfs of the proposed
forty thousand mile network of interstate highways to serve the
entire United States. This system was originally proposed by the
National Interregional Highway Committee and reported to the
President of the United States in January 1944. It was approved
by the several state highway departments and the Administrator
of the Public Roads Administration, Federal Works Agency, on
August 2, 1947. The recommended system is designed to fulfill
the needs of interstate and intercity highway transportation nec-
essary to the future economic welfare and defense of the nation.
Under such a program the Boston area would be served by U. S.
Route 1 to the south via Providence, U. S. Route 20 to the west,
thru Springfield, U. S. Route 3 thru Lowell to the northwest, and
by U. S. 1 to the north thru Newburyport. The present loca-
tions of these four routes are shown on Plate 1. They must be
improved and, in most cases, relocated before they will conform
with interstate standards of design for capacity, sight distances,
grades and, primarily, limitation of access.

Since these highways have generally been found to be in-
adequate to carry heavy volumes of traffic, it is important that
urban sections of the interstate system be developed first. There-

fore, Federal funds have been appropriated to aid in the con-
struction of such urban portions of these routes. To qualify for
these funds such highways must be designed and built to high
standards as limited access highways or expressways.

In general the expressways will require rights-of-way from
two hundred to three hundred feet wide. Locations have been
selected, therefore where such takings of real estate will not entail
prohibitive cost. Long sections of sparsely developed property
have been found for this purpose. Where populated areas must
be traversed, the routes have generally been located in neigh-
borhoods where real estate values are now low and where they
are still declining. The new service provided by the expressways
should arrest the deterioration of such neighborhoods and aid
in their rehabilitation. Further studies were made of new resi-
dential and industrial developments and population trends with-
in the areas traversed to determine the effect of these items upon
the traffic potentialities and utility of each route. In laying out
the system of expressways, special consideration has been given
to the need for constructing each route in stages over a period
of years. Under such a program each unit as constructed should
serve as a needed and efficient traffic artery while the balance of
the system is being completed.

A further consideration in locating the master expressway
system involved a s<udy of other forms of transportation and
plans for their improvement and extensions, in order to provide
one integrated transportation system rather than competing or
parallel systems.

The locations shown for the various expressways on the
large folded map in the back of this report and on the plan and
profile sheets appended hereto are the result of preliminary sur-
veys only. Final studies of the individual routes required for
design purposes may lead to deviations in alignments as great as
several hundred feet from those shown herein. It is certain,
however, that alignments in the general locations indicated can

be found for expressways conforming with all of the basic design
standards.

DESIGN STANDARDS

Basic standards utilized in the location and design of the
expressway system are in conformity with those proposed and
adopted by Federal and State Governments for use on the inter-
state highway system. While conformance with these standards
is recommended by the interregional committee as a condition
precedent to cooperation on the part of the Federal Government
in the construction of any route forming a link in the system,
nevertheless the committee has recognized that in certain in-
stances, topography, property values, or other controlling fea-
tures may prevent absolute adherence to the standards recom-
mended. These standards, as applicable to both rural and urban
expressway design, have been found to be necessary in their ap-
plication because of the large volumes of high speed mixed
traffic using these highways. Many of these design features are
also necessary in order to reduce the high accident rates now
prevalent on most of the main arterial highways in the Boston
Metropolitan Area.

As previously explained, all sections of the expressway sys-
tem have been selected on the basis of the limited access prin-
ciple. Application of these basic standards and principles must
be considered in classifying and designing expressways to accom-
modate safely the traffic volumes which they must be expected
to handle over a period of at least 20 years as determined by the
traffic analysis. A study of these volumes has indicated the num-
ber of traffic lanes required in the ultimate design.

Because almost the entire Metropolitan Area is rapidly de-
veloping urban characteristics, it is recommended that all ex-
pressways included herein be designed to urban standards. The
established criterion requires that where traffic volumes are less
than 20,000 vehicles daily, two lanes each 12 feet in width are

required in each direction, separated by a suitable median di-
vider. Where volumes are in excess of 20,000 vehicles daily three
traffic lanes in each direction are required.

In applying the limited access feature wherein right of access
is confined to designated points or interchanges, a wide right-of-
way is highly desirable. A width of three hundred feet should
be maintained wherever feasible in order to provide ample room
for pavement, shoulders, side slopes, service roads, landscaped
areas, and interchange ramps. A typical cross section illustrating
these features is shown herewith. The section contains six 12
foot traffic lanes separated by a median strip of varying width.
Four-lane sections are of similar design. Flanking the pavements
will be two 12-foot shoulders designed to accommodate heavy
disabled vehicles. Surface drainage will be cared for in general
by a storm water system, collecting water from curb inlets. To
accommodate the heavy volume of mixed traffic, the designs in-
corporate pavements of adequate strength on a specially prepared
12" sub-base. In most sections special consideration has been
given to sub-surface drainage for the entire graded section, as
well as for the pavement base.

The accepted standards for horizontal and vertical curva-
tures and sight distances must be adhered to in order to provide
a highway which will safely carry the volumes of traffic expected
at a design speed of fifty miles per hour. The use of spiral tran-
sitions on horizontal curves is mandatory.

Profiles are more or less fixed by the elevations of existing
highways and railroads crossed by the expressways. However,
where possible the fifty-fifty principle should be applied wherein
the expressway grade is raised or lowered half the vertical separa-
tion distance, and the intersecting highway the remaining dis-
tance. In this manner deep cuts and high fills are minimized
on the expressways proper. A maximum 3 percent grade has
been established as one of the governing conditions in this study.
Both vertical and horizontal clearances at all railroad and high-

way separation structures should conform to the minimum re-
quirements for interstate highways. The use of collision walls
at all piers and abutments is recommended. Special architectural
treatment of these structures should be provided and where ex-
posed concrete is present the surface should be protected with a
stone facing. A typical overpass and underpass structure together
with service roads is illustrated herein.

In many urban districts physical restrictions are such as to
require the use of depressed sections, confined between retaining
walls. A typical section showing this type of construction is illus-
trated herewith.

On certain sections including the Central Artery portion of
the expressway belt explained hereinafter an elevated highway
design must be utilized. A typical section of elevated highway
together with access ramps is shown on an accompanying drawing.

Ramp connections must be provided for egress and ingress
at important intersecting highways. These ramps will connect to
the expressway by means of long acceleration and deceleration
transition lanes. The connection of ramps to existing streets
must be channelized to provide safe turning movements at these
points. At points where expressways intersect, directional inter-
changes will be provided, designed for normal expressway speed
and capacity.

A typical "Y" interchange between three expressways is
shown on the delineation. Where four expressways intersect, a
directional or "braided" type must be provided as shown on
another accompanying delineation.

Because of the high speeds and large volumes of traffic on
such expressways, auxiliary safety features must be furnished
such as right-of-way fencing, guard rail, integral pavement
markers, warning and directional signs, and roadway lighting.
Large warning and directional signs must be placed well in ad-
vance of the designated points because of the high speeds attained.

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EXPRESSWAY SYSTEM WITH RELATION
TO MAJOR DESIRE LINES OF TRAVEL

On certain long sections of the expressway system it may be
desirable ultimately to install such conveniences as gasoline sta-
tions and rest rooms.

Landscaping of side slopes, medial dividers, and marginal
strips will give the expressways a park-like appearance and absorb
the hum of highway traffic. Adjacent property will be desirable
for new buildings of all kinds, residential, industrial and institu-
tional, because of the superior transportation facilities afforded
and the attractive view provided. Special landscape treatment
is recommended for the large areas at interchanges and access
points to prevent erosion at these locations as well as for the
aesthetic value.

SELECTION AND DESCRIPTION
OF ROUTES

Based upon the above requirements and criteria, a complete
system of multi-lane, limited access expressways has been devel-
oped. The expressways are shown herewith in relation to the
major desire lines of travel. A folded map in this report shows
the entire expressway system.

There are 8 radial expressways included in the master plan,
all of which will connect to a central belt route. Exhibits are
appended which show plans and profiles for each of these routes.
For purposes of easy reference these plans are designated and
shown on the key map of the area, illusrated on Exhibit 1.

The flow map on Page 66 shows traffic volumes equiva-
lent to those which would use the various routes at the traffic
levels existing at the time of the origin and destination survey
and also those at 1970 levels, which include allowances for in-
creases due to induced traffic, population increases, growth in
automobile ownership, and other factors. Traffic volumes on
each section of the various routes together with the location and
traffic movement at interchanges and the number of lanes re-
quired to serve this traffic, are shown on Page 67. The method

of deriving the traffic expansion figures is described more fully
in the section on Estimates of Future Traffic.

The type of design, location, and alignment of the various
sections of the proposed expressways can best be understood by
inspection of Exhibits 1 to 25 inclusive appended hereto. The
need for the various bridges, underpasses, interchanges and other
structures will be observed from a study of these plan and pro-
file maps. Lengths of the various sections are shown under Esti-
mate of Costs. Profile elevations refer to Mean Sea Level Datum,
United States Coast and Geodetic Survey. For purposes of iden-
tification the various expressways have been designated on these
and other plates as "Southeast", "Southwest", et cetera. Each
route will now be described in rotation starting at Quincy Bay
and proceeding clockwise.

SOUTHEAST EXPRESSWAY

One of the most densely populated sections within the
Metropolitan Area borders the bays and harbors from Boston to
Quincy and the southeast. Two very heavy desire lines of travel
are indicated within this area, one of which passes over Dorches-
ter Bay and Old Harbor, and the other extends further to the
west through Brookline. In order for one expressway to prop-
erly serve both of these lines it is apparent that a desirable loca-
tion should lie generally along the waterfront.

Traffic through this area is presently served by the Old
Colony Parkway, a four-lane facility restricted to pleasure ve-
hicles, and by Dorchester and Neponset Avenues both narrow
inadequate arteries, serving truck traffic. Improvements or ex-
pansion of these latter facilities has been difficult because of the
thickly populated areas through which they pass. Congestion
exists which is further aggravated by a special traffic condition
which is not reflected by the results of the origin and destination
survey which determined travel habits for a typical week day
only. The large resort areas lying to the east and south of Quincy

generate heavy peak volumes of weekend traffic which now must
pass through or around this city. The traffic volumes indicated,
therefore, do not give a true picture of this special condition.
Volume counts, however, at strategic locations to the west of
Quincy indicate that these peak-hour loads are of sufficient size
and number to warrant the construction of a combination by-
pass route south of this city to accommodate this resort traffic
and at the same time intercept several of the main traffic arteries
leading to the heart of the city.

In selecting a route for the Southeast Expressway the utiliza-
tion of the Old Colony Parkway for part of the distance has been
considered and on the basis of stage construction it is recom-
mended that those sections of this artery so designated should
be adjusted to accommodate all classes of vehicles until such time
as the completion of the entire expressway can be accomplished.

A number of possible locations were analyzed for this ex-
pressway, the first being directly through the city of Quincy. It
was found that due to the heavy concentration of built up areas
such a location was not desirable from a cost and right-of-way
standpoint and would not serve the by-passable traffic as well as
other possible routes. Several locations were considered through
the Dorchester section of Boston but were abandoned for the
easterly location because of high right-of-way costs and the fact
that most of this section will be served by the Southwest Express-
way.

The Southeast Expressway is shown on Exhibits 2, 3 and 4.
The northern end of the expressway connects with the central
Belt Route via an interchange in the vicinity of Massachusetts
Avenue and Southampton Street. From that point it proceeds
in a southeasterly direction to a connection with the Old Colony
Parkway just south of Columbia Circle. From that point it more
or less parallels the New York, New Haven 8c Hartford Railroad
to intersect with the Old Colony Parkway, Gallivan Boulevard
and Hancock Street near the Neponset River. At that point a

complete interchange provides for access to these highways and
other local streets. The main flow of traffic from Quincy would
gain access to this section of the expressway, via Hancock Street
thru this interchange.

The by-pass section of the Southeast Expressway begins at
this interchange, crosses the Neponset River and passes through
East Milton, West Quincy, Braintree and Weymouth to connect
with the junction of state Routes 3 and 18 and future state
Route 128.

Intermediate interchanges are located at the following inter-
secting highways, providing access to the various communities
through which this expressway passes:

Columbia Road Dorchester

Freeport Street Dorchester

Adams Street East Milton

Cross Street West Quincy

Furnace Brook Parkway West Quincy

Center Street Quincy

Independence Avenue Braintree

Union Street Braintree

As shown on the exhibits, parallel service roads are provided
for access to abutting property and to intersecting highways cut
off by the new expressway.

A movable bridge is required at the Neponset River crossing
to provide for the small volume of navigation using this stream.
From this river to the Belt Route the expressway is carried on
embankments of varying height to keep the grade line well above
the frequent high tides.

SOUTHWEST EXPRESSWAY

Two very heavy desire lines of travel begin at the business
district of Boston and extend to the southwest thru the Roxbury,
Dorchester and Hyde Park sections of Boston and thru the towns
of Milton and Dedham. U. S. Route 1 from Providence, state

Route 138 from Taunton and Fall River and Route 28 from
Brockton and New Bedford contribute considerable traffic to this
area. Traffic volumes appear to be insufficient to require the
development of two expressways and therefore the selection of a
route was based upon finding a location which would lie gen-
erally between these two desire lines, serve the entire southwest
area and not parallel existing usable arteries.

Washington Street and Blue Hill Avenue serve the majority
of truck, traffic through this area while a large portion of the
pleasure car traffic uses the Veterans of Foreign Wars Parkway,
U. S. Route 1. It was felt that a new location should be devel-
oped between these highways to which existing thoroughfares
could be connected to attract traffic to the new route. Because
of the heavy concentration of population within the entire area
traversed, selection of a suitable route was difficult. However,
by studying a number of locations one was found where, by uti-
lizing existing highways and vacant areas and, by traversing
sections where property values were the lowest, it was possible to
find a route which could be developed at a reasonable cost.

The location selected as shown on Exhibits 5 to 8 inclusive
begins at the belt interchange with the Southeast Expressway in
the vicinity of Massachusetts Avenue and Southampton Street.
The alignment is east of and parallel with Blue Hill Avenue to
its intersection with Seaver Street. At that point the expressway
passes under Blue Hill Avenue and follows the eastern edge of
Franklin Park to the American Legion Highway. This dual
highway is utilized for the expressway as far as Cummins High-
way. The southern half of this artery is utilized as a service
road and the northern half as one half of the expressway.

From Cummins Highway the route follows Stony Brook,
crosses the main line of the New York, New Haven and Hartford
railroad, paralleling this railroad to West Street in Hyde Park.
From this point it parallels the east side of Stony Brook Reserva-
tion to a crossing of River Street. The route then generally
follows undeveloped territory to cross over Milton Street, an

important feeder highway, and the Dedham branch of the New
York, New Haven and Hartford railroad, to its southern term-
inus connecting with U. S. Route 1 two and one half miles south
of Dedham.

The route selected contains a number of curves, found nec-
essary because of physical and other obstructions. However, the
general alignment of the entire route varies only slightly from
a straight line.

Intermediate interchanges are located at the following in-
tersecting highways, providing access to the surface street system:

Massachusetts Avenue Roxbury

Seaver Street and Blue Hill Avenue . . Dorchester

Morton Street Dorchester

Cummins Highway Roslindale

Gordon Avenue Hyde Park

Milton Street (Route 135) Dedham

East Street Dedham

In order to relieve existing traffic congestion on Blue Hill
Avenue and to connect with important traffic arteries to the
south via state Route 138, an expressway connection is provided
from a point near the Cummins Highway paralleling Hunting-
ton Avenue to connect through a two-way interchange with the
existing six-lane Neponset River Parkway at the Milton-Boston
line. By connecting the Neponset Parkway with Blue Hill
Avenue, an excellent facility is thus provided to the south.

The selected route should relieve the traffic congestion on
Washington Street by diverting truck traffic from this artery
destined for the center of the city and at the same time relieve
traffic on Blue Hill Avenue. A large number of lateral feeders
are available for draining traffic from the areas contiguous to
this expressway. Several of these are included in the program
for improvement of the existing street system.

WORCESTER TURNPIKE, STATE ROUTE 9

On the map of the Metropolitan Area folded in the back

of this report, the Worcester Turnpike is indicated by a pink
line. This highway is the first radial route approaching the city
north of the Southwest Expressway which is capable of handling
large volumes of mixed traffic efficiently. Considerable thought
was given to improvement of this highway to expressway stand-
ards, but because of steep grades and right of way restrictions,
this idea was discarded. Comparative cost estimates indicated
that a more logical solution would be to provide an additional
parallel facility further to the north to be designated as the in-
terstate route to the west rather than to rebuild Route 9 as a
limited access facility.

In order for this artery to continue to serve its portion of
the metropolitan area efficiently, it will be necessary to immedi-
ately improve a short section near the Belt Route on a basis simi-
lar to that proposed by the Town of Brookline. Such a plan
would entail the building of a 6-lane limited access facility from
a point where Brookline Avenue intersects the Belt Route to a
point just west of Warren Street and Sumner Road as shown on
Exhibit 9.

The remainder of this route to the west will continue to
serve as a normal divided highway. However, it should be
widened at an early date to six full lanes with shoulders, as far
as the Hammond Pond Parkway. The medial divider would be
closed to prevent left turn movements. The construction of
grade separation structures at Chestnut Hill Avenue and Ham-
mond Street is recommended as well as provision for a service
road on the north side as far as Chestnut Hill Avenue.

According to the traffic analysis, this improved route will be
entirely adequate to serve traffic until the Western Expressway
is completed and in use.

No detailed plans are presented for this latter portion of
Route 9. However, the estimate of cost for this expressway in-
cludes an item for these changes. Grade separation structures are
now provided at the following street intersections:

Hammond Pond Parkway Newton

Parker Street Newton

Needham Street (Route 128) .... Newton

WESTERN EXPRESSWAY

The heaviest desire line of travel in the Metropolitan Area
is in the western section. This area includes Brookline, Brighton,
Watertown, Newton and Waltham. Traffic in this area is pres-
ently served by the Worcester Turnpike, Beacon Street, Com-
monwealth Avenue, Washington Street, North Beacon Street in
Brighton, Arsenal Street and Western Avenue. While several
of these arteries are multi-lane facilities, they cannot be improved
to expressway standards except at tremendous cost for rights-of-
way. As previously explained, an alternate solution was adopted
involving the construction of a new expressway thru this area
to supplement state Route 9 and to connect with U. S. Route
20 and state Route 30. It is recommended that this expressway
be considered as the new limited access interstate highway via
Worcester to the west. In this manner two parallel expressways
should efficiently serve the heavy desire of travel from east to
west.

The selected route utilizes, for a great portion of its length,
undeveloped areas along the Charles River, as shown on Exhibits
10 and 11. Beginning at the Belt Route near the River Street
Bridge in Cambridge, a new structure will carry this artery
over the Charles River, and then after paralleling Western
Avenue and Soldier's Field Road it recrosses the Charles River.
Thence continuing along this river it crosses Arsenal Street to
connect with North Beacon Street. The alignment then par-
allels the Boston and Albany Railroad as far as Watertown.
From Watertown the highway follows the southern bank of the
Charles River to Bridge Street in Newton. At this point the
highway crosses to the northern bank of the Charles River for a
short distance and then returns to the southern side. It then
continues in a southwesterly direction through the northern sec-

tion of Newton, crossing River and Lexington Streets and ter-
minates at Commonwealth Avenue, Route 30, in the vicinity of
Norumbega Park. A suitable location is provided near this
western terminus for the future construction of an interchange
with a recommended extension of this expressway to connect
with either existing U. S. Route 20 or Route 9, whichever may
be designated as the interstate highway to the west.

Interchanges along this route are located at the following
points:

River Street Cambridge

North Harvard Street Boston

Arsenal Street Watertown

North Beacon Street Boston

Galen Street Watertown

Route 128 — Waltham Street .... Newton

River Street and Rumford Avenue . Newton

Route 30 — Commonwealth Avenue . Newton

While construction costs due to the number of bridges on
this location are somewhat higher than on alternate alignments,
large savings in right-of-way costs are effected by passing through
undeveloped areas along the river bank. In this connection it
should be noted that existing park drives border both banks of
this river and in all cases where one bank is used for the express-
way, an existing park drive remains on the opposite side.

By connecting to the Belt Route as shown, movements to
all parts of the Metropolitan Area from the western section can
be facilitated.

The utility of an expressway in this location is apparent
when it is considered that population statistics indicate increased
expansion for all sections of the Metropolitan Area to the west
which would be served by this new artery.

NORTHWEST EXPRESSWAY

The travel desire lines as shown on Plate 1 1 indicate a very
heavy travel trend to the northwest through Somerville and Arl-

ington to the Concord Turnpike, and to the north via Medford,
Winchester and Woburn. This section of the Metropolitan Area
is very heavily populated, and at the present time is not ade-
quately served by any highways connecting directly with down-
town Boston. Present traffic from the northwest follows the
Alewife Brook Parkway and Boulevards bordering the Charles
River, in order to gain access to the business section via con-
gested routes such as Commonwealth, Beacon and others. This
condition further congests these surface streets already crowded
with traffic from the western section of the area. It is therefore
mandatory to provide a direct expressway connection between
downtown Boston and the cities and towns to the northwest in
order to remedy this situation. In developing this expressway,
many alternate studies were made to find the best location which
would coincide with the desire lines of travel and, at the same
time, serve traffic approaching the Metropolitan Area from the
north and northwest via the Concord Turnpike, U. S. Route 3
and Route 38. The route as proposed and shown on the Exhibits
12 to 15 inclusive, accomplishes this purpose in the most eco-
nomical manner while at the same time serving the various urban
areas through which it passes.

Special consideration was given to a connection with a future
location for U. S. Route 3 the interstate highway via Lowell to
the northwest. It was first planned to bring this highway in via
the Concord Turnpike instead of via Winchester as shown.
Studies indicated however that it would not be practical to im-
prove the Concord Turnpike to interstate standards as a limited
access highway but that it would be more desirable to construct
an entirely new route through Medford, Winchester and
Woburn in order to provide these towns with a high speed lim-
ited access facility and a connection to Route 38. Thus, this sec-
tion of the expressway through Somerville will serve two areas,
one contiguous to the Concord Turnpike through Arlington and
Belmont and the other to the north via Medford, Winchester
and Woburn.

This expressway begins at the belt route in Somerville near
Washington Street and the alignment then parallels the Boston
and Maine Railroad as far as Sherman Street and Rindge
Avenue. At this point a short connection is made with the Con-
cord Turnpike. The main route continues in a northerly direc-
tion and crosses the Alewife Brook Parkway and Massachusetts
Avenue. From this point it follows the east banks of the Mystic
Lakes thru Med ford and Winchester. Many studies were made
to determine the most feasible location that could be utilized in
passing through Winchester. The one selected involves a min-
imum of property taking while at the same time efficiently serv-
ing the business section of this town. Continuing over Wedge
Pond on a filled causeway, the route bears to the northwest to
terminate at existing I). S. Route 3 near Bedford road. From this
point it will be possible to further develop U. S. Route 3 to the
northwest either along the existing alignment or via the Middle-
sex Turnpike.

A branch connection by-passing Woburn to the west leaves
the expressway at Horn Pond and terminates at existing Route
38 near Alfred Street, approximately one mile north of Central
Square. At this point ample space is available for a future inter-
change connection with the proposed circumferential Route 128.

By paralleling the railroad through Somerville and Cam-
bridge the location utilizes areas in which property values are
generally declining while at the same time providing the most
direct connection to the center of downtown Boston. By follow-
ing the Mystic Lakes for a portion of its distance a minimum of
property taking is required. The existing Mystic Valley Park-
way can remain by extending the lake shore lines where neces-
sary tor the proposed expressway. In passing through Winchester
it is proposed to use a cut and cover tunnel for the few short
blocks traversed by the expressway, to preserve the desirable
residential area through which it passes. Both sections of the
expressway further to the north pass through open territory, in
which no problems other than terrain are involved. Along this

expressway, ramp connections to important surface streets are

provided as follows:

Washington Street Somerville

Porter Square Cambridge

Massachusetts Avenue and Alewife Cambridge and

Brook Parkway Arlington

Route 60 — High Street Medford

Bacon Street . Winchester

Palmer Street Winchester

Pond Street Winchester

Pleasant Street Woburn

NORTHERN EXPRESSWAY

Traffic from north to south through the north central sec-
tion of the Metropolitan Area is generally served by five routes,
namely, the Northern Artery, the Fellsway west and east, Main
Street in Maiden and Broadway in Everett. The Northern
Artery, an existing six lane undivided road through Somerville
connects the Fellsway routes to downtown Boston via the Charles
River Dam. This highway presently carries the heaviest concen-
tration of traffic in the entire Metropolitan Area amounting to
an average of 50,000 vehicles daily. The west Fellsway is a fairly
adequate four lane divided highway designated as Route 28.
However, its utility is limited by the fact that portions of the
route are restricted to pleasure car operation. The east Fells-
way which connects with U. S. Route 1, the Newburyport Turn-
pike, is two lanes wide and limited entirely to pleasure vehicles.
Both Main Street and Broadway are very narrow congested
thoroughfares which pass through the business and residential
areas of Maiden and Everett. It would not be feasible to im-
prove either street to increase its traffic capacity. Traffic from
both of these arteries now moves via the Alford Street bridge,
congested Sullivan Square and Rutherford Avenue enroute to
downtown Boston. A location for an expressway in the north
central area has therefore been selected, which coincides very
closely with the desire line passing through the Maiden, Everett,

Melrose area. Traffic on the western edge of tfiis desire band can
use the existing Fellsway and traffic to the east would use the
Northeast expressway described hereinafter.

Developing a location for this route involved a study for
further improvements to surface streets via Sullivan Square and
Rutherford Avenue as supplemental facilities to serve traffic from
the southern portion of the Maiden, Everett area. The traffic
analysis indicates a large flow of traffic via Route 28 which con-
nects with important industrial cities in northern Massachusetts
and major highways to Maine and New Hampshire. This route
is subject to very heavy week end peak loads during the greater
part of the year, particularly during the racing season in New
Hampshire.

Because this expressway is expected to handle one of the
largest volumes of traffic in the entire system, it is recommended
that it be led into the central area of Boston on an independent
route and that no connection be made with the inner belt and
Central Artery, in order to facilitate the distribution of traffic
at its southern terminus. The existing Northern Artery because
of its great width has been selected as being adequate for this
purpose. Openings of the Charles River Dam Bridge should be
restricted during rush hours because of the heavy flow of traffic
on this artery. Surface improvements along its entire length re-
quiring only minor land takings would bring it up to express-
way standards. These changes will represent a less costly under-
taking than the building of an expressway in a new location
through Somerville.

The complete northern expressway from the Charles River
to its northern terminus is shown on Exhibits 16, 17, 18 and 19.
The Northern Artery, the Charles River Dam to the Revere
Beach Parkway should be the first section of this artery to be im-
proved. The Fellsway from this point to the town of Stoneham
can be utilized as the Northern Expressway in its existing condi-
tion for a number of years until further traffic increases require
the completion of the balance of this route.

The new section of this expressway begins at the Revere
Beach traffic circle and parallels the Boston and Maine Railroad
through Everett and Maiden to the Melrose city line. At this
point a short connection is provided with Main Street to accom-
modate the Melrose and Wakefield traffic. From this point the
alignment passes to the northwest to by-pass Stoneham and Read-
ing to the east prior to connecting with Route 28.

A short connection between the Fellsway at Spot Pond and
the new expressway will facilitate stage construction should it
be decided that the Stoneham-Reading by-pass be constructed
first. At its northern terminus a desirable location is available
for a future interchange connection with Route 128. Service
ioads will be provided along the Northern Artery to effectively
serve as points of egress and ingress to this improved facility.
There follows a list of main intersecting highways where access
to this highway is provided:

Prison Point Bridge Cambridge

Intersection with Belt Route (west

bound only) Cambridge

Washington Street Somerville

Broadway Somerville

Mystic Avenue Somerville

Revere Beach Parkway Medford

Medford Street Maiden

Pleasant Street Maiden

Main Street Melrose

Wyoming Avenue Stoneham

Franklin Street Stoneham

Albion Street Wakefield

Prospect Street Wakefield

Route 128 (Proposed) Wakefield

John Street Reading

NORTHEAST EXPRESSWAY

Traffic flow in the Northeast section is divided between a
route thru Everett and the North Shore route thru Chelsea,

Revere and Lynn. This traffic is presently served by Rutherford
Avenue via Sullivan Square, Broadway in Everett, Chelsea Street
thru Charlestown, Broadway thru Chelsea and Revere, U. S.
Route 1, the Newburyport Turnpike, Routes 107 and 1A.

In considering the need for an expressway to the northeast
it was found that one expressway between these two routes could
serve this entire area. This location coincides with that now
being developed for the new six lane high level Mystic River
Bridge between Charlestown and Chelsea. By connecting this
facility with the inner belt route and to highways to the north-
east, a complete expressway is thus provided. At present a con-
siderable amount of traffic which would otherwise use this pro-
posed route travels via Route 1A and the Sumner Tunnel due
to the congestion encountered in passing through Charlestown
and Chelsea via the Chelsea Bridge. The desire lines show that
when a new northeast expressway is completed a large portion
of this traffic will be diverted from the Sumner Tunnel because
of the more direct route provided. Thus the new northeast ex-
pressway will furnish needed relief to the Sumner Tunnel.

In order for this facility to properly service the northeast
section, connections must be made to existing U. S. Route 1, an
interstate highway, and to Routes 107 and 1 A connecting with the
city of Lynn and resort areas along the North Shore. This is
accomplished by the use of interchange connections to U. S.
Route 1 via the Cutler Highway and by a branch connection
with Route 107 at the Revere traffic circle, and a further con-
nection with Route 1A. Plans for the Northeast Expressway are
shown in detail on Exhibit 20.

Route 107, a four-lane divided highway will serve as an ex-
pressway connection for all classes of traffic to the city of Lynn.
By continuing from the Revere traffic circle to Route 1 A, express-
way traffic can thus reach the beach recreational areas and other
North Shore points. As shown on Exhibit 24, the south end of
the Mystic River Bridge Project included herein as a part of the
Northeast Expressway, will connect to the Belt Route via a high

level elevated highway over City Square. The estimates of cost
include an item for revisions to the Mystic River Bridge ap-
proaches as now planned.

An examination of existing U. S. Route 1 from the new
expressway to Route 128 indicates that, while this highway is
adequate insofar as lane capacity is concerned, further improve-
ments are necessary if it is to continue as a safe, efficient artery
for the large volumes of high speed mixed traffic using this
interstate route. Studies of various locations and comparisons of
cost estimates have led to the conclusion that in this instance it
would be more economical and expeditious to improve the exist-
ing highway to interstate standards as a limited access facility
than to construct a new modern highway in a new location re-
quiring the taking of expensive rights-of-way. This can be ac-
complished by acquiring the necessary property on one side of
the existing highway sufficient in width to provide for service
roads and other features necessary in the development of a lim-
ited access facility. In so doing additional interchange connec-
tions would be required at Lynn Fells Parkway and Broadway.

Access points on the new expressway are provided in the
vicinity of City Square for connections with the Charlestown
Bridge, the business section of Charlestown, Rutherford Avenue
and the Prison Point Bridge.

Additional ramp connections are as follows:

Everett Avenue . Chelsea

Fifth Street Chelsea

Washington Avenue Chelsea

Revere Beach Parkway Revere

Park Avenue Revere

Squire Road (International Highway)

and Route CI, Cutler Highway . . . Revere
Broadway (Route 107) , Squire Road

(International Highway) .... Revere

North Shore Road (Route 1A) . . . Revere

In assigning traffic to this route, predictions are based upon

the completion of all expressways in the recommended system.
Volumes have not been adjusted to the possible effects of differ-
ent rates of toll or lack of toll on competing facilities.

EAST BOSTON EXPRESSWAY

Two major desire lines of vehicular traffic terminates in the
East Boston-Revere area. The volumes indicated are much
lighter than on any other expressway section of the Metropolitan
Area. It is also noted that movements are relatively short be-
tween termini. Presently, this traffic is served by the existing two
lane Sumner Tunnel, connecting through inadequate routes
with the Logan Airport and Route 1A to the northeast. This
facility is now overtaxed primarily because it is being used by
traffic: detoured from other less desirable routes, as previously
explained. Present plans however contemplate the immediate
improvement ol connections from the existing tunnel to the
Logan Airport and the northeast. This improved facility known
as the East Boston Elevated Highway and shown on Exhibit 21
is so designed that it will connect the Sumner Tunnel with the
airport and provide a high speed expressway through East Boston
to connect with the existing four-lane semi-expressway to the
North Shore.

While assignment of traffic to this route solely on the basis of
the 1945 Origin and Destination Survey reveals that the traffic
load on the existing tunnel will be relieved upon completion of
the Mystic River Bridge, it is clearly apparent from study of
plans for the expansion of both passenger and freight business
and attendant facilities at the Logan Airport within the next
few years, that there will be increased traffic demands on the
Sumner Tunnel. Because of this expansion, the normal increase
in motor travel, and a substantial increase in industrial employ-
ment predicted for East Boston, such additional traffic volumes
are indicated as to make the construction of a second tube neces-
sary. This second tube should be in service as soon as possible
after the airport expansion program is completed in order to ac-

commodate the volumes of traffic anticipated. Traffic flow pre-
dicted for the year 1970, based upon a completed expressway sys-
tem and the above factors, will be adequately served by a four-
lane facility made up of two 2-lane tunnels operating as a pair of
one-way arteries between downtown Boston and East Boston.

The second tube of the Sumner Tunnel should be reason-
ably close to the present tunnel to simplify the problem of ven-
tilation, supervision and other operating functions. The two
portals in downtown Boston should be as widely separated as
feasible, however, to avoid conflict between vehicles entering one
tube and those leaving the other. Furthermore, the combined
load of traffic to and from the two tubes should be as widely
distributed as possible, so that the traffic flow in the tunnels will
not be retarded by the capacity of a few narrow streets.

A location for the portal of the second tube has been se-
lected along the east side of Atlantic Avenue opposite Clinton
Street with a branch on the west side of Atlantic Avenue along
Richmond Street. The east approach to this portal will be ac-
cessible to trucks from South Boston or from the South Station
and vicinity via Atlantic Avenue without conflict with traffic
to and from the Central Artery. The other approach to the
portal will be used chiefly by traffic from the downtown area
north of the Common and the Central Artery.

This proposed location for the portal of the second tube
will make it desirable, although not compulsory, to collect tolls
at the East Boston end of this tunnel. This will have other ad-
vantages, such as concentrating toll collections in one area to
simplify supervision, and also make possible a toll plaza of more
generous proportions than could economically be provided in
downtown Boston. Minor changes in the design of the East
Boston Expressway will have to be made to conform with final
details of these toll collection facilities.

The connections between the twin tunnels and the Central
Artery have been so planned that the existing tunnel can con-
tinue to be used for two-way traffic if the Central Artery is com-

pleted before the second lube is built. After completion of the
second tunnel, either tube can be used for two-way traffic in an
emergency, the proposed layout of ramps and surface streets
being so designed. In addition, the portals and expressway ramps
are separated by a cushion of surface streets, and escape routes
are provided to give maximum flexibility during surges in traffic,
accidents, icy weather or other abnormal conditions.

In addition to the Central Artery connection, an adequate
interchange is provided for direc t flow to the Logan Airport and
a connection is made at its northern terminus with the existing
McClellan Highway.

BELT ROUTE

INCLUDING CENTRAL ARTERY

An analysis of all charts portraying traffic movements, shows
a large concentration of desire lines tangential to the borders of
the downtown Boston area. One group of desire lines runs from
east to west, parallel to and north of the Charles River. Another
runs from north to south in a location near the Cottage Farm
Bridge. The logical shape for an expressway to serve the heavy
volumes of traffic indicated by the desire lines takes the form of
a Belt Route circling the downtown area. This route as shown
on Exhibits 22, 23, 24 and 25, will serve as a terminus for seven
of the eight radial expressways. These radial routes are fairly
well distributed around this entire Belt. In this manner the Belt
will serve a double function in that crosstown movements can
be accommodated as well as local movements. Traffic destined
for the downtown section can be distributed adequately from
the Belt at points where it intersects important arterial highways
and city streets. The Belt will serve as a by-pass of the central
area for traffic east to west, and north to south, which now must
pass through the city's most congested streets. Thus there would
be removed from the streets of downtown Boston a large portion
of the 15,000 thru trips which now add to the confusion in this
area.

In selecting a location for the Belt Route, a study of prop-
erty values, access to important downtown points of origin and
destination, and connections to existing important traffic arteries
were prime considerations. Supplementing this route with an
adequate system of surface streets described hereinafter, will
facilitate the distribution of traffic from this Belt Route through-
out the central area.

The selected route begins at the interchange between the
Southeast and Southwest Expressways near Massachusetts Avenue
and Southampton Street and extends in a westerly direction via
Roxbury Crossing to connect with Huntington Avenue, the
Jamaicaway and Brookline Avenue. From this point it extends
in a northerly direction to cross Beacon Street and Common-
wealth Avenue paralleling the Cottage Farm Bridge across the
Charles River to connect with the Western Expressway. From
this point the Belt Route passes through Cambridge in a north-
easterly direction to Somerville to make an interchange connec-
tion with the Northwest Expressway in the vicinity of Washing-
ton Street. From this interchange it travels in an easterly direc-
tion paralleling the Boston and Maine Railroad, crossing its main
yards to an elevated interchange just west of City Square, where
it connects with the Northeast Expressway. The route proceeds
in a southerly direction through the downtown business section
to the point of beginning. This latter section of the route,
termed the Central Artery, is described more fully under the
section of this report on Downtown Boston Improvements. The
Central Artery will connect with the Sumner Tunnel and im-
portant downtown streets. It is designed as an elevated highway,
a cross section of which is shown on a delineation included here-
in. Ramps of adequate capacity, in locations strategically placed
for the prompt and efficient dispersal of traffic will be possible
on the recommended alignment. A number of alternate loca-
tions for the Central Artery were studied but were abandoned
because of high real estate values, inadequate terminal facilities,
and low traffic potentialities, in favor of the selected route.

CAMBRIDGE INTERCHANGE

In order to distribute traffic to and from the Belt Route,
eleven intermediate access points, in addition to those on the
Central Artery, are provided connecting with the major arterial
highways intersected by this route. The location of these inter-
mediate interchanges is shown on both the Belt Route exhibits
and the plate which depicts traffic volumes and number of lanes
on the expressways. In this manner traffic can travel around the
circumferential route to reach its destination rather than pass
through the area on existing congested thoroughfares. In all
cases interchanges between the Belt Route and the radial express-
ways will provide for directional How of traffic at standard design
speeds and volumes. These large interchanges have been located
in all cases in undeveloped areas so that the value of right-of-way
takings is held to a minimum.

Interchange ramps connecting to important distributing
traffic arteries are so designed and located that traffic can be dis-
persed without the danger of congestion on the expressway belt
itself. The Central Artery, designated as a six-lane divided facil-
ity, is provided with a number of ramp connections to distribute
the large volumes of traffic destined to the downtown area. An
extra lane, in addition to the three lanes in each direction, is
contemplated as an essentially continuous acceleration or decel-
eration lane in all sections except where the cost of right-of-way
for this feature would be prohibitive. The cost estimates for both
right-of-way and construction are on this basis. The provision
of this extra lane will ease the handling of the heavy volumes of
traffic estimated for certain sections of the Central Artery, and
particularly the heavy movements on and off the various ramps.

A study of the 1970 traffic volumes indicates that daily two-
way traffic on this belt varies from 41,050 vehicles near Memorial
Drive to 88,700 vehicles near the Sumner Tunnel. While this
Belt Route is somewhat larger than has been found necessary in
other cities where comparable studies have been undertaken, it
must be considered that an unusual number of radial routes are
involved, that extensive areas of water are encompassed, and that

several distinct business centers rather than the usual single
center, are served. As previously explained the eighth express-
way, the Northern Artery, will not feed into the Belt Route, but
will connect to the downtown section via Charles River Dam,
Charles Street and Embankment Road and improved surface
streets thru downtown Boston. In this manner, traffic volumes
on the Central Artery can be held down to a practical maximum.

EMBANKMENT ROAD EXTENSION

The traffic analysis indicates a very heavy desire line parallel-
ing the Charles River Basin. Much of this traffic is predomi-
nantly local in character, and is now using Commonwealth Ave-
nue and Beacon Street. There is considerable cross conflict on
these streets which delays the major stream of traffic moving east
and west. To improve this situation the Metropolitan District
Commission has proposed the construction of a new facility, a
six-lane divided highway of modified limited access design for the
use of passenger automobiles. This plan includes the extension
of the existing Embankment Road along the Charles River as
far as Bay State Road near the Cottage Farm Bridge. This proj-
ect, in supplementing the Belt Route, will serve a useful function
in moving traffic between downtown Boston and areas which
cannot otherwise be served by existing highways or the express-
ways proposed and it is recommended that it be included as
an essential part of the Master Highway Plan. Estimates of cost
for this improvement included herein are based upon figures
prepared by the Metropolitan District Commission.

ROUTE 1 28 —
CIRCUMFERENTIAL HIGHWAY

The perimeter of the study area on which lie the outer
termini of the radial expressways is approximately on the loca-
tion of Route 128, a circumferential highway extending from
the South Shore around the Metropolitan Area to the North

Shore. This highway is a project of the State Department of
Public Works. Several sections have been completed as a four-
lane limited access facility. Most of the route, however, follows
existing narrow suburban roads at present. Plans of the Depart-
ment include a new location for the remainder of this route to-
gether with a program lor its ultimate completion. The total
length of this highway from its beginning at Hull on the South
Shore to Gloucester is over 80 miles. The location proposed is
shown by a pink line on the folded map of the Metropolitan
Area in the back of this report. Most of the route is in suburban
areas beyond the limits of congested developments. The new lo-
cation is such that right-of-way takings will be held to a mini-
mum and the highway can be developed prior to further expan-
sion of population outward from the Metropolitan Area. This

highway should serve a useful purpose in connecting the various
radial expressways and other important arterial highways, as well
as a by-pass and outer distribution route. It will provide ready
access to the North and South Shore recreational and residential
areas for traffic from the Metropolitan Area and the western sec-
tion of the state.

Available traffic data is not sufficient for the assignment of
traffic to this route, therefore studies to determine the priority
which should be assigned to its construction have not been in-
cluded. This highway has been shown and described herein be-
cause of its relation to the over all plan. However, estimates of
cost have been included in the companion report on state high-
way projects beyond the limits of the Boston Metropolitan Area
prepared by the State Department of Public Works.

ESTIMATES OF FUTURE TRAFFIC

HE VOLUME OF TRAFFIC ON THE PROPOSED EXPRESSWAY

system will increase during the life of the structures over that
estimated on the basis of the 1945 Origin and Destination survey.
It is important to know the character of this trend to preclude
the possibility that the highways will be either over-designed or
under-designed. Projections of future traffic have been carried
to the year 1970.

The most important factors to take into consideration are
population changes including the possible redistribution of pop-
ulation, increases in vehicle ownership and increases in use of
the average vehicle. A factor has also been applied to correct for
the difference between traffic volumes as determined by the inter-
view survey and volumes as determined at the screen lines by
actual count.

The population of the Boston Metropolitan Area as a whole
appears to be relatively stabilized. Population changes in the
sections served by the individual expressway routes may deviate
widely from the average, however. The 1970 population of each
city and town in the metropolitan area and of each major sub-
division of the City of Boston has been carefully predicted by
the staff of the State Planning Board on the basis of availability
of building sites, present trends, known plans for industrial ex-
pansion and other pertinent factors. This study has been in-

valuable to the consultants in their efforts to assign future traffic
to each of the various expressway routes.

Other influences on future traffic volume, such as the Logan
International Airport, have also been taken into consideration
in arriving at expansion factors.

Total vehicle registration has been increasing steadily ever
since the advent of the automobile. The factor of "population
per private automobile", which takes cognizance of population
as well as vehicle registration, has been declining steadily and
can be expected to go still lower as improvements in traffic
facilities make automobile ownership more attractive. Trends
in this direction have been extended to 1970 with the aid of
forecasts by the Massachusetts Department of Public Works,
Highway Planning Survey.

The tendency throughout the country is for the average
vehicle to be driven more miles per year as both the vehicles
and the highways on which they operate are improved. The ex-
tent of increases in mileage per vehicle per year in the Boston
Metropolitan Area will depend primarily on the rapidity with
which the recommendations of this report are carried out.

It was determined from screen line counts that the home
interviews revealed approximately 91 per cent of the daily ve-

hicular trips. Traffic volumes as determined for 1945 from the
Origin and Destination survey have been expanded in the ratio
of 100 to 91 therefore, before applying other expansion factors
to estimate traffic volumes for 1970. All of these factors have
been combined in the accompanying table to arrive at indices
which, applied to 1945 traffic volumes, indicate the predictable
expressway traffic in the year 1970 for each route.

In assigning traffic to the different sections of the expressway
it was assumed that the proposed routes would be used whenever
time would be saved in doing so, even though the distance was
somewhat longer. At the same time consideration was given to
the continued use of existing good roads, and the use of other

surface roads recommended for improvement or as new construc-
tion.

The accompanying flow map shows estimated volumes of
traffic which would use the complete system of expressways at
1945 traffic levels and also as estimated for 1970.

Another drawing shows the estimated 1970 two-way vol-
umes of traffic on each section of the expressway system and on
each pair of access ramps. This drawing also shows the recom-
mended number of lanes in each section of the expressway
system.

Following these two drawings is a list designating by num-
ber and location the various interchanges and access points.

64,150

6,200

4.000

7300

'00

■ MO.

15,900 l=J

16,000—lj- 6.450

23,550 - • - 12.450
H

! i ®

i-x

23.750 — g

38,300

21.050

7.500

. 4,100

25.150

41,300

0E
23,300

35.350-

§_? ,8.600

♦ID 19.500

,100

4,400

33,150 -] ', •- 18,700

40.650

12.100

,2300
1 35.000
Ug) «J00

22.950

63.S0C

a '^Bv ;W9''50

» t-J36.650^ JO ^

^ [- 19.600 0^°VS

a ™°fo m

.'350

. 26350 IS
- -27,000

27,400

9.60C 4.J?

B 4,900
B ® 2.000

17.050
:'- 12,100 WESTERN

26,550
41,400

41.800

50,650
EXPRESSWAY

FOR BELT ROUTE

8 EMBANKMENT ROAO

SEE INSERT

15.850
33.400

[13

BSE

9.200:,
400

,10,500

HO"

23.500

23.650

17,600
T6 •

2«5Oj0-

ffl

30.450
50

ufe3

10,950

14350 -,

IS i/ - 22,9

- 20,150 ^O

5.750
V-24.300

5,950

- 26.500

a t

-A

21,900-- "; - 10.200

20.100 — \<sr 9,35° "V

a - 6.500
14.050 ■^""§>ft&.

€.050

13.050

11.400

36.200

57.850
41.000

42,900
4 1,500

32,400
2 7.400

WESTERN
EXPRESSWAY

46.60C

57500 S5
18,300 m

25.950

27900 -

' 10,450
23,100

' 72l75o"0(i!!lr0 ft?
E4.850 l±JJ
15000

7,400ffB ,\6?750'
8.650 !™ ■'; 13,150 '
£9 • - 81.250 gj

6 750™, V 68-700 •

88,500
15,700

15.200 li'°°-1

38.200

(7JI5.800

76030
73.550

17.100

50,000

'3.250 m

_-21.250

i 49.450

""W.600

-12.000

76,700

- 48,800
0 4 3.450

,B w m

24,500 „

a -;

29000

66,050

60,

60,000

31.580

34350
30.450

13i950
51,000

a
49.000

iocT

4£50

48,550

28.750

ENLARGED DETAIL OF BELT ROUTE

LESENO
1945

rz~\ INTERCHANGES
I 5 I (SEE TABLE)

- -;

60,000 TRIPS PER

24 HOURS

1970 ESTIMATE I

1945 ORIGIN AND DESTINATION SURVEY

ADJUSTED TO 100 PERCENT

AND ESTIMATED 1970 TRAFFIC VOLUMES

7,600-4 LANES
RT. 3

17,900-4 LANES
91,700-8 LANES
38,400-6 LANES

57,850-6 LANES-

19,450-4 LANES -
72,750-6 LANES -

-46,100-6 LANES
28,850-6 LANES

NORTHERN
^ARTERY

__ 64,850-6 LANES

53,300
6 LANES

MEOFORD ST.

73,800-6 LANES
y 26,650-6 LANES -^

5,860 13,150-S LANES

7 840 -* RIVER ST- BRIDGE

12 500-4 LANES--' 73,550-6 LANES

zTzSO-BLANES - -'.2e-«0-* >-*NES 15.700 ~_

41,050-6 LANES 6 LANES

"••|AL DRIVE

45,000 MASS. aV|6°
SOlforeRS FIELD 2500

16,740 RD.x
48,600 — -y ' \_

6,950

21,250-6 LANES
43,250-6 LANES
18,500-6 LANES ._

2,750 ~

AVE. 3,450'

49,450-6 LANES —

3,930-

BEACON ST.

74o 41,051

MEMORI,

--12,000-4 LANES

£7, I 00-6 LANES

14,900-4 LANES

^:'52, 850-6 LANES

67 750- 6 LANES

"'SiSjSEWAY ST,
- -81,250-6 LANES
17,510 -33,400-2 LANES

14,940 SUMNER TUNNEL

22,390 88,700

2.550 ~^6 LANES

3,940 13,600
,r"6 LANES

48,800-6 LANES -

BROOKUNE AVE
10,420-
23,500-6 LANES

" 1 1.750 10,430
38,880 -
ARLINGTON
8,050 ST.
Jl~ -ASS '.975 12,000-6 LANES

RD CHARLESGATE

21,900-4 LANES 10060

60,950-6 LANES
n 3,950 ,43,450-6 LANES

MiJtington7v%.

'4««n HAMPDEN ST.-.
"■"°. 55,950-6 LANES j'j
1.280-^16,270' / ' , '

51,400- 6 LANES - ,

COLUMBUS AVE 4,050^ 2,140
WASHINGTON ST.

51.900-6 LANES ''750

6,050 -

-10,630"
NORTHERN
AVE

^DlV^i64NES

29,080

— 76,700-6 LANES

8,740

OOVER ST.

86,050-6 LANES

32,250- 4 LANES
51,000-6 LANES

20,300-4 LANES'

31,900-4 LANES
. 52,200-6 LANES
MASS, AVE.

53,950-6 LANES

ENLARGED DETAIL OF BELT ROUTE

ESTIMATED 1970 TR A FFI C VOLU MES

AND

NUMBER OF LANES REQUIRED

FOR

EXPRESSWAYS AND ACCESS RAMPS

EXPRESSWAY ACCESS POINTS

Number
1.

2.
4.
5.
6.
7.
8.
9.

Number

0.
1A.

3A.
5.
6.

Number

2.
3.
4.
5.
6.

SOUTHEAST EXPRESSWAY

Name Town or City

Main Street Weymouth

Union Street Braintree

Independence Avenue Braintree

Furnace Brook Parkway Quincy

Adams Street Milton

Gallivan Boulevard Boston

Freeport Street Boston

Columbia Road Boston

SOUTHWEST EXPRESSWAY

Name Town or City

Route No. 1 Westwood

East Street Dedham

Route No. 135 Dedham

Gordon Avenue Boston

Neponset River Parkway Milton

Cummins Highway Boston

Morton Street Boston

Blue Hill Avenue Boston

ROUTE No. 9

Name Town or City

Route No. 128 Newton

Parker Street Newton

Hammond Park Parkway Newton

Chestnut Hill Avenue Brookline

Brookline Village Brookline

Number

1.
24.
2.
3.
5.
6.
7.
8.

Number

16.
17.

2A.

4A.

Number
1.

3.
4.

WESTERN EXPRESSWAY
Name Town or City

Route No. 20 Weston

Route No. 30 Newton

Rumford Avenue — River Street Newton

Route No. 128 Newton

Galen Street Watertown

North Beacon Street Boston

Arsenal Street . Watertown

North Harvard Street Boston

NORTHWEST EXPRESSWAY

Name Town or City

Route No. 38 Woburn

Route No. 3 Woburn

Pond Street Winchester

Lake Street Winchester

Bacon Street Winchester

Route No. 60 Medford

Massachusetts Avenue Arlington & Cambridge

Route No. 2 Arlington

Rindge Avenue Cambridge

Porter Square Cambridge

NORTHERN EXPRESSWAY

Name Town or City

Franklin Street Stoneham

Wyoming Street Stoneham

Main Street Melrose

NOR! HERN EXPRESSWAY— continued

Number Name Town or City

5. Pleasant Street Maiden

6. Medford Street Maiden

7. Routes No. 1 and 28 Medford

8. Broadway Somerville

9. Washington Street Somerville

NORTHEAST EXPRESSWAY

Number Name Town or City

0. North Shore Road Revere

1A. Routes No. 60 and 107 Revere

1 . Squire Road Revere

3. Park Avenue Revere

4. Revere Beach Parkway Chelsea

5. Washington Avenue Chelsea

5A. Everett Avenue Chelsea

6. Henley Street Boston

EAST BOSTON EXPRESSWAY

Number Name Town or City

2. Neptune Road Boston

3. Airport Connection Boston

4. Porter Street Boston

BELT ROUTE AND EMBANKMENT ROAD

Number Name Town or City

2. Union Park Street Boston

3. Dover Street Boston

4. Dewey Square Boston

5. Northern Avenue Boston

6. Sumner Tunnel Boston

7. Causeway Street Boston

8. Henley Street Boston

9. Belt over Northern Artery Cambridge

9A. Medford Street at Northern Artery Cambridge

9B. Northern Artery under Belt Cambridge

10. Washington Street Somerville

10A. Medford Street at Belt Cambridge

11. Massachusetts Avenue Cambridge

12. Soldiers Field Road Boston

13. Memorial Drive Cambridge

14. Embankment Road Boston

15. Commonwealth Avenue Boston

16. Beacon Street Brookline

17. Brookline Avenue Boston

18. Huntington Avenue Boston

19. Columbus Avenue Boston

22. Soldiers Field Road Boston

23. Bay State Road Boston

24. Charlesgate Boston

25. Arlington Street Boston

26. Longfellow Bridge Boston

27. Nashua Street Boston

Route Expansion Factors

ROUTE

FROM

1970
Basic
Factor

Population

Factor for

Tributary Area

Route
Factor

1.77

1.2146

2.15

1.77

1 .0000

1.77

1.2503

2.22

1.77

1.0000

1.77

1.3263

2.35

1.77

1.0000

1.77

1.1406

2.02

1.77

1.0000

1.77

1.0696

1.90

1.77

1.0000

1.77

1.0321

1.83

1.77

1.0000

1.77

1.1000*

1.95

1.77

1.0438

1.85

1.77

1.0000

1.77

1.0000

1.77

Southeast Expressway

Southeast Expressway .

Southwest Expressway .

Worcester Turnpike . .

West Expressway . . .

Northwest Expressway .

North Expressway . .

East Boston Expressway .
Northeast Expressway

Belt Route

Embankment Road

• The East Boston

. Main Street, Weymouth . . . Gallivan Boulevard

. Gallivan Boulevard Belt

. Route 1 Cummins Highway

. Cummins Highway Belt

. Newton-Weston Line .... Hammond Pond Parkway

. Hammond Pond Parkway . . . Belt

. Route 30 Galen Street

. Galen Street Belt

. Routes 3 and 38 ' . Route 60 including Spur

. Route 60 Belt

. Franklin Street Main Street, Melrose, Spur 1.77

. Main Street, Melrose, Spur . . Belt

. McClellan Highway Belt 1.77

• Squire Road Mystic River Bridge, including Spur . .

.All

area population factor of 0.8748 is increased to 1. 10 because of Logan Airport expansion and anticipated industrial growth.

Computation of Factor for Expanding 1945
Origin and Destination Traffic Data to 1970

Year

Population

Massachusetts

Vehicle Registrations

(Vehicles Operating)

In Massachusetts

Autos Total

Population Per

Registered

Auto

Cations of
Gasoline

Per Total
Motor
Vehicle

Massachusetts Cas

Consumption

Road Vehicles

Only

Expansion Factor Based
on Gasoline Consumption

For 1946
Traffic

For 1945
Survey Period

(add 000) See Note See Note

1930

4,249,614

730,892

843,988

5.81

627

529,427

1935

4,350,910

680,537

785,672

6.39

745

585,035

1940

4,316,721

790,102

903,423

5.46

793

716,216

1945

4,493,281

744,364

861,252

6.04

619

533,480

1946

4,475,000*

835,428

972,281

5.35

741

720,395

1.000

1.118

1950

4,540,000

950,000

1,067,000

4.78

833

888,000

1.233

1.378

1960

4,655,000

1,052,000

1,188,000

4.43

873

1,038,000

1.441

1.611

1970

4,700,000

1,119,000

1,269,000

4.20

902

1,143,000

1.586

1.773

• Estimated or derived. All figures for 1950 and later are estimated.

NOTE: Gasoline rationing was removed August 24, 1945, just prior to the survey period. Therefore, 1946, the first ration-free postwar year,
was used as the base for expanding Gasoline Consumption. Based on Sumner Tunnel Traffic the ratio of the 1946 traffic to the traffic
during the survey period was:

Average Week 1946

162,168

Average Week of 1945 Survey Period 145,039

= 1.118

IMPROVEMENTS IN DOWNTOWN BOSTON

l\\ ELEVATED HIGHWAY ACROSS DOWNTOWN BOSTON

has been discussed for more than two decades. Various align-
ments have been proposed for this highway, which has been pop-
ularly called the Central Artery. The consultants reviewed all
of these previous studies and then made a number of their own
before selecting the route recommended herewith. The differ-
ences in this route from those previously proposed by other
agencies are largely explained by the need for proper connections
to the radiating expressways, many of which this report locates
definitely for the first time.

CENTRAL ARTERY

The recommended route for the Central Artery crosses the
Charles River just above the present Warren Bridge. See the
folded map of Downtown Boston in the pocket in the back of
this report. The traffic on the expressway at this point will be
that from the Northwestern and Northeastern Expressways.
The Central Artery will not have sufficient capacity, however,
to permit traffic from the Northern Expressway to use the Cen-
tral Artery for downtown distribution.

The route of the elevated highway will cross Washington
Street at Haymarket Square, follow Cross Street past the portal
of the Sumner Tunnel and swing into an alignment parallel to
Atlantic Avenue. It will pass Northern Avenue, then absorb the

block between Purchase Street and Atlantic Avenue as far as
Dewey Square. The route will thread between the larger build-
ings of the leather district beyond South Station, will cross the
northwest corner of the Boston Terminal Company yards and
thence continue south in the block between Hudson and Albany
Streets.

The route will cross to the east side of Albany at Troy
Street and continue parallel to Albany to the vicinity of Massa-
chusetts Avenue where it will join the Belt Route. The Central
Artery will provide connections, via the Belt Route, with exist-
ing surface arteries and with the expressway routes.

The most difficult problem on such a facility is to provide
ramps sufficient in number and in the proper locations. Par-
ticularly in Boston, it is necessary that traffic to and from the
Central Artery be well distributed over all available downtown
streets. Even so, these streets will not be equal to the task, and
it will be necessary therefore, to make several important surface
street widenings and other major changes, as listed on Page 77.

This need for maximum collection and dispersion potential
is one factor making it infeasible to use any route for a down-
town expressway along the edge of the area, such as an align-
ment over the present piers extending into the harbor from
Atlantic Avenue.

The recommended route for the Central Artery would pro-
vide ramps as follows:

ON Northbound
Dwight Street
North of Broadway
Dewey Square

Northern Avenue and

Oliver Street
Commercial and

Sumner Tunnel
Hanover Street

ON Southbound
Causeway Street
Sumner Tunnel
Clinton Street
Broad and High Streets
Congress Street
South of Kneeland
Dwight Street

OFF Southbound
Haymarket Square
Hanover Street and

Sumner Tunnel
Oliver
Essex

Oak Street
Dwight Street

OFF Northbound
Union Park Street
Atlantic at East Street
Congress Street
Broad and High Streets
State Street and

Sumner Tunnel
Causeway

The average ON ramp in the downtown area will have to
serve approximately 700 vehicles in the maximum P.M. hour by
1970, according to estimates of the consultants. The number of
vehicles using the Central Artery and thus relieving the existing
thorofares will be governed in large measure by the ability of
the surface streets to deliver this many vehicles to each of the
ramps. This means that traffic movement on tributary surface
streets will have to be raised to a high level of efficiency.

STREET WIDENINGS Street Under Central Artery

A surface street under or alongside the Central Artery will
extend the full length of that elevated expressway. This street
will have a central mall or its equivalent throughout, as well as
other types of channelization to expedite the movement of traffic,
as indicated in the Exhibit. There will be a minimum of three
lanes of moving traffic in each direction with additional lanes for
stopping of vehicles at the curb where appropriate.

This street will provide direct surface connections between

the North and South Stations. Traffic between these two points
now accounts for a large portion of the intra-area movement in
downtown Boston. The street will also provide for surface traffic
from these and other starting points to the produce and meat
markets, the leather center, the wool district, the Haymarket
Square area and other important commercial and retail sections
along the route.

In addition, this surface improvement will collect traffic
from the other downtown streets and lead it to the expressway
ramps. In the reverse direction, the wide roadway will cushion
the impact on the narrow surface streets of traffic leaving the
expressway.

Portland Street

It is recommended that Nashua Street be extended as a wide
thorofare to Sudbury Street. This will be accomplished by
widening Portland Street on the southwest side from Causeway
to Sudbury. The Portland Street widening will provide good
facilities from the City Hall Area to the North Station and via
Charles River Dam to Cambridge and beyond.

Sudbury Street

The recommended widening of Sudbury Street from Cam-
bridge Street and Scollay Square to Haymarket Square will com-
plete a route from the Charlestown Bridge via Washington, Hay-
market Square, Sudbury Street and Scollay Square to Tremont
Street and thence to the Back Bay area. Also, with the Portland
Street widening, traffic entering downtown Boston via Charles
River Dam will be able to follow Sudbury to Scollay Square and
thence to Tremont Street.

Connections to Back Bay

The Central Artery along Albany Street, south of Broadway,
will be separated from the active Back Bay area by a district one
half mile in width which now has no streets suitable for heavy
volumes of traffic. It is proposed that this difficulty be overcome

CENTRAL ARTERY IN THE VICINITY OF THE SUMNER TUNNEL

LONGFELLOW BRIDGE INTERCHANGE

by extending four presently adequate streets in the Back Bay
area to Albany Street and the new expressway by three separate
street widening projects. The widening and improvement of
Castle, Motte and Way Streets from Tremont to Albany will pro-
vide a connection with Arlington Street under this plan. This
will make a direct route for traffic from the vicinity of the Public
Garden not only to the expressway, but also to the Broadway
Bridge and to three important north-south streets between Tre-
mont and Albany, namely Shawmut, Washington and Harrison.

The widening and extension of Dwight Street between Tre-
mont and Albany will extend Clarendon and Berkeley as a pair
of one-way streets. Under this proposal, Dover Street, with its
street cars and truck traffic from South Boston, will not be used
for the distribution of expressway traffic. The Dwight Street
improvement will be used as a two-way artery.

The fourth of the Back Bay one-way streets, Dartmouth, will
be connected to the Central Artery by way of Montgomery Street
and widened Union Park Street.

EMBANKMENT ROAD EXTENSION

The place of Embankment Road in the overall system of
expressways has been discussed in an earlier section of this report.
The distribution of its traffic in the downtown area of Boston,
however, is a subject to be covered at this point.

Embankment Road will lie along the Charles River Espla-
nade and will connect with existing Embankment Road in the
vicinity of Arlington Street extended. It is recommended that
traffic entering and leaving the downtown area on the new road
be connected with the previously mentioned four one-way streets
through the Back Bay area.

The following pattern of access facilities is proposed in order
to interchange traffic without unnecessary conflicts or hazards:

From northbound Dartmouth Street to westbound Embankment
Road.

From eastbound Embankment Road to southbound Clarendon

Street.
From northbound Berkeley Street to westbound Embankment

Road.
From northbound Berkeley Street to northbound Embankment

Road.
From southbound Embankment Road to southbound Arlington

Street.

These proposed connections are clearly shown on the folded map
of the downtown area in the back of this report.

GRADE SEPARATIONS

The extension of Embankment Road will greatly increase
the volume of traffic on the existing Embankment Road-Charles
Street-Nashua Street artery. It will become necessary, therefore,
to provide new roadways and structures at the inner ends of both
the Longfellow Bridge and the Charles River Dam in order not
to block these heavily used river crossings. The map indicates
expansion of the facilities at the end of the Longfellow Bridge
to provide a complete traffic interchange, incorporating both
grade separations and rotary control. See delineation.

The problem at the Charles River Dam is less complicated.
Adequate treatment at this location will involve, principally, a
four-lane, two-way underpass between Charles and Nashua
Streets.

WARREN BRIDGE

The new Central Artery Bridge over the Charles River will
carry much of the traffic now using the Warren and Charlestown
Bridges. The Warren Bridge is worn out and due for replace-
ment or removal. The proposed six-lane expressway bridge, to-
gether with the existing Charlestown Bridge, will furnish all the
needed capacity for river crossings in this vicinity and the
Warren Bridge will be needed no longer.

ONE-WAY STREETS

Boston was one of the earliest and most successful exponents
•of the principle of one-way operation on narrow streets. There
is no need, therefore, to expound on the merits of the one-way
street system in downtown Boston. A limited number of changes
and additions to this long-established system will be desirable,
however, upon completion of the recommended street widenings
and construction of the Central Artery.

The proposed one-way streets and direction of movement are
shown on the folded map of downtown Boston in the back of
this report. It will be seen that most of the differences between
the recommended system and the one now in use have been oc-
casioned by the need to expedite traffic to and from the widened
streets, the new Embankment Road, and the ramps of the Central
Artery.

The primary example of this principle is the proposed one-
way movement southbound on Tremont Street. Much of the
advantage of the proposed widenings of Portland and Sudbury
Streets will be lost if traffic using these thorofares hits a bottle-
neck at Scollay Square. The logical continuation of these streets
is via Tremont as a one-way artery to give superior accessibility
to the retail shopping area.

DOWNTOWN BOSTON

Proposed Improvements to Existing Street System

Portland Street — Sudbury Street to Causeway Street

Sudbury Street -i- Haymarket Square to Scollay Square

Scollay Square — Sudbury Street to Court Street

Cambridge Street — Scollay Square to Charles Street

Castle Street — Arlington Square to Central Artery

Dwight Street — Warren Street to Central Artery

Union Park — Montgomery Street to Central Artery

Adams Square — Dock Square to Washington Street

Street under Central Artery

Longfellow Bridge and Embankment Road

Commercial Street — Washington Street to Charlestown Bridge

Beacon Street and Charles Street

Boylston Street and Charles Street

Dewey Square

Miscellaneous Traffic Signals (approximately 25 intersections)

Dartmouth Street at Boylston Street

Dartmouth Street at Huntington Avenue

Dartmouth Street at Stuart Street

Dartmouth Street at Tremont Street

Berkeley Street at Tremont Street

MAJOR STREET SYSTEM

Otreets and highways have been selected to cover
the entire metropolitan area with a network of high-type surface
facilities. With minor exceptions, these roads now exist and can
be brought to a reasonably high level of efficiency without ex-
tensive takings of right-of-way or heavy construction. Thus, this
network can be made to serve during the period that will be re-
quired to finance and construct the comprehensive system of
expressways recommended.

NETWORK OF ARTERIALS

Even after all of the expressways have been built, the recom-
mended system of major streets will continue to fill an important
place in the overall traffic pattern. These streets will collect
traffic in the countless business centers and residential neighbor-
hoods and carry that traffic to the nearest point of access on the
expressway system. In the reverse direction the major street sys-
tem will distribute the expressway traffic to the local destinations
of the individual vehicles.

A large number of vehicular trips made in the Boston metro-
politan area will not be served by the expressway system. The
major street system will supplement the expressways, therefore,
in providing facilities for short trips as well as for both cross-

town and radial movements in areas where the total volume
of traffic is too light to justify the construction of a limited access
highway.

Standard Cross-sections

Suggested standard cross-sections for the arterial streets have
been prepared and are illustrated on Page 91. These standards
should guide the building of center malls in wide streets upon
the removal of street car tracks. This type of improvement will
affect many miles of streets during the next few years. These
recommendations should also be followed in acquiring rights-of-
way for street widening projects so that lanes, center malls, and
marginal strips will all be of ample width without being ex-
cessive.

Many of the rights-of-way needed to meet these standards
can be acquired most economically by establishing legal set-backs
for future buildings. Property can then be purchased gradually
as funds become available, alterations to existing buildings will
be held to a minimum, and the capacity of the arterial street
system will grow with the inevitable increases in traffic volumes.

There is no implication that these standards should be fol-
lowed blindly. Variations and modifications may be employed,
within limits, as dictated by conditions. A painted center line

may be substituted for a center mall, for example, if the specified
width of roadways can be obtained in no other practical way.
Safety and efficiency will be sacrificed in so doing, however. Lane
widths can be narrowed only with a loss in convenience, safety
and capacity; reduction in width of marginal strips will affect
appearance; narrow malls will not provide the shadowing effect
for turning vehicles. Such compromises are suggested only to
meet such practical problems as cost, land use and stage develop-
ment.

It is proposed that the designated major streets be made
attractive to motorists and safe to use by preferential treatment.
The pavement on these arteries should be maintained in first-
class condition, crowns should be kept low, and radii of curb
returns at cross streets increased. Traffic signs, signals and mark-
ings in conformance with the national Uniform Manual for
Traffic Control Devices should be applied to the degree found
necessary by competent engineering studies to assure the safe
and expeditious movement of traffic and the protection of pedes-
trians.

Modern street lighting has proven effective in reducing the
toll of traffic accidents. It is just as true, but less often empha-
sized, that good lighting results in time savings for motorists and
increases the capacity of streets. Standards have been established
by the Illuminating Engineering Society for the lighting of ar-
terial streets under various conditions of traffic volumes, type of
pavement and other factors. All of the streets designated herein
as part of the network of arterial streets should have modern
street lighting in keeping with the Illuminating Engineering
Society standards.

The major streets will continue to intersect, as they have for
300 years, in the numerous squares for which cities and towns
in New England are noted. The consultants have made studies
of many of these locations where serious traffic congestion is
known to occur.

Competent plans prepared by accredited agencies have been
found for the correction of many of these problems. Construc-
tion has been held in abeyance, in most cases, pending an oppor-
tunity to review the proposals in relation to the Master Highway
Plan and other major programs. This has been a wise policy,
since many spots which are now scenes of serious congestion each
day will be vastly improved by the construction of expressways
or by other contemplated changes. For example, most of the
traffic now plaguing City Square, Charlestown, will be lifted
above surface congestion and carried on the recommended ex-
pressways from the Central Artery to the north via the Mystic
River Bridge or to the west through Cambridge. On the other
hand, the present traffic problem at Sullivan Square will not be
sufficiently alleviated by the expressway system to justify post-
ponement of consideration for major corrective measures at this
location.

The modernization program now moving forward under the
guidance of the Metropolitan Transit Authority also will elimi-
nate many street traffic problems. In some cases the correction
will come through the substitution of rubber-tired vehicles for
present street cars while in others the extension of rapid transit
facilities can be expected to reduce the load of traffic on streets
paralleling the new rail facilities.

The re-location of the market district, the construction of a
union truck terminal and the provision of off-street parking facil-
ities will all have their beneficial effect.

All of these factors were considered in selecting the loca-
tions, indicated by numbers on the area-wide folded map and
listed herein, requiring such major treatment as channelization,
provision for rotary movement, grade separations, or by-passes.
In many instances it has been possible to make only general rec-
ommendations, while in others sufficient traffic data were avail-
able to justify the making of rather specific proposals.

LOCATIONS OF PROPOSED IMPROVEMENTS
TO EXISTING HIGHWAYS

No.

Location

City, Town or District

No.

Location

City, Town or District

1 Southern Artery at Washington Street

2 Southern Artery at Coddington Street

3 Quincy Square

4 Southern Artery at Hancock Street

5 Granite Avenue and Adams Street

6 Cummins Highway at Mattapan Square

7 Blue Hill Avenue at Morton Street

8 Roslindale Square at Washington Street

Quincy

Milton

Mattapan

Dorchester

Roxbury

9 Morton Street and Washington Street (Forest Hills

Station) Jamaica Plain

10 Columbia Road — Uphams Corner Dorchester

1 1 Andrew Square South Boston

12 Dover Street at Dorchester Avenue South Boston

13 Broadway at Dorchester Avenue South Boston

14 Egleston Square Roxbury

15 Jackson Square Roxbury

16 Roxbury Crossing Roxbury

17 Brigham Circle Roxbury

18 Audubon Road, Riverway and Brookline Avenue Back Bay

19 Commonwealth Avenue at Cottage Farm Bridge Brighton

20 Commonwealth Avenue and Brighton Avenue Brighton

21 Commonwealth Avenue and Harvard Avenue Brighton

22 Coolidge Corner Brookline

23 Village Square Brookline

24 Cleveland Circle Brighton

25 Commonwealth Avenue and Chestnut Hill Avenue Brighton

26 Beacon Street and Centre Street Newton Centre

27 Newton Corner Newton

28 Union Square Brighton

29 Cushing Square Belmont

30 Harvard Square Cambridge

31 Central Square Cambridge

32 River Road and Lechmere Canal Cambridge

33 Union Square

34 City Square

35 Sullivan Square

36 Arlington Square

37 West Medford Square to Bennett Delta

38 Main Street and Washington Street

39 Broadway and Revere Beach Parkway

40 Maiden Square

41 Broadway and Beach Street

42 Central Square

43 D Street

Somerville

Charlestown

Arlington

Medford

Winchester

Everett

Maiden

Revere

Lynn

South Boston

44 Jamaicaway from Huntington Avenue to Arborway

Jamaica Plain

45 Cottage Street Widening — Lee Street to

Jamaicaway Brookline to Roxbury

46 Commonwealth Avenue Improvements Brighton to Newton

47 Market Street — Coolidge Avenue Bridge

Watertown and Cambridge

48 Cambridge Truck Route Cambridge

49 Route 60, Waltham through Belmont to Arlington

50 New Prison Point Bridge Cambridge-Charlestown

51 Rutherford Avenue Widening Charlestown

52 Harvard Street Extension Medford

53 Mystic Avenue from Northern Artery to High Street,
Medford Somerville- Med ford

54 Gravelly Creek Bypass of Medford Square Medford

55 Revere Beach Parkway Bridge — over West Division
B.M.R.R. Medford

56 Revere Beach Parkway Bridge over Mystic River

Medford-Everett

57 Revere Beach Parkway Bridge over South Branch

B.M.R.R. Everett

58 Second Avenue Extension Chelsea

59 Meridian Street Bridge Chelsea-East Boston

60 Market Street By-pass Lynn

61 Westerly By-pass Saugus-Lynn

Those locations which were most frequently nominated by
interested agencies tor the attention of the consultants, and
which study revealed to be more or less of a permanent character,
are indicated by the numbered dots on the map of the Master
Highway Plan. There are many more locations which were
studied by the consultants but were thought to be temporary in
view of the contemplated programs of highway and transit im-
provements.

Plans for all of the locations shown could not be prepared
in the absence of detailed information on traffic and on existing
physical conditions. The work of the consultants did not include
the gathering of such information. Most of the troublesome spots
have been the subject of intensive study by qualified agencies, and
these studies have been carefully reviewed. A number of them
are illustrated herewith giving credit to the originating group.

The discussions of specific locations which follow are in-
tended primarily to illustrate the range and variety of treatment
which will be found appropriate to deal with the various inter-
sections indicated on the map as the bottlenecks on the present
and future arterial street system.

Mattapan Square (6)

An inexpensive plan for improvement of Mattapan Square
is shown on Page 84. This plan includes elimination of angle
parking, channelization of the intersection and installation of
properly timed traffic control signals. The use of such expedients
can effect remarkable results when skillfully applied.

Morton Street and Blue Hill Avenue (7)

Preliminary studies have been made for an overpass on
Blue Hill Avenue at Morton Street. This improvement would
cost approximately $500,000 and might also result in consequen-
tial damages to property in its vicinity. It is recommended that
a much simpler treatment be tried at this location before giving
further consideration to elaborate structures. The suggested

plan, illustrated on Page 85, contemplates simple channelization
and the operation of existing traffic signals by any one of the
several types of automatically or manually reset timers which
adjust the signals to favor the predominant movements at various
times of the day. Such timers also make special provision for the
peculiarities of Saturday and Sunday traffic. Rigid parking con-
trol is also an essential feature of the proposal.

The Southwest Expressway will eventually relieve this inter-
section of a large portion of its traffic, but turning movements
will always be heavy.

Arborway and Washington Street (?)

It is recommended that this location be given intensive
study by an appropriate agency in coordination with the Metro-
politan Transit Authority which is preparing long-range plans
affecting traffic conditions at this point. During the period that
will be required to carry out these plans, traffic signals operated
by a flexible timer should handle traffic in a satisfactory manner.
Even with traffic signals, police officer protection will be required
in rush hours because of the heavy pedestrian movements.

Roxbury Crossing (16)

This intersection will be called upon to handle more traffic,
rather than less, by the building of the proposed expressway con-
stituting the Belt Route. It is proposed, therefore, that the
changes which will be necessary at that time to accommodate
the additional traffic be made immediately so that surface traffic
can have the benefits of the improvement at once. The plan
consists basically of rotary control using existing streets primarily
but also including a street extension which will ultimately be
needed as a part of the expressway program.

Park Drive-Brookline Avenue (18)

A plan has been proposed by the Boston Park Commission
for the treatment of the multiple intersections created by the

confluence of Park Drive, Brookline Avenue, Boylston Street,
Fenway, Pilgrim Road and Riverway. A portion of Muddy River
has been put in conduit toward the construction of this project.
The plan consists primarily of two large traffic circles connected
by two roadways bordering Muddy River. It appears that this
treatment is adequate and well suited for the problem at hand.

Cottage Farm Bridge and Commonwealth Avenue (19)

This location will be relieved of a great part of its traffic by
the construction of the Belt Expressway. It is recommended that
vehicle-actuated traffic control signals be installed at the intersec-
tion, in the meantime, to expedite the widely fluctuating flow
of traffic characteristics of this location.

Such signals will supplement the commendably efficient
traffic officer regularly on duty at this intersection. Thus freed
from the mechanical aspects of traffic control, he can give all
necessary attention to turning vehicles and to pedestrians.

Union Square— Somerville (33)

It is the opinion of the consultants that this intersection can
be competently treated by the construction of islands to channel-
ize traffic and the installation of traffic control signals as shown
herewith. Elimination of angle parking is fundamental to any
plan for relief of congestion at this point.

The Belt Expressway will later draw a portion of the
through traffic from Union Square.

City Square— Charlestown (34)

This neighborhood is presently the subject of intensive study
by engineers for the Mystic River Bridge Authority. It is antic-
ipated that coordinated plans between this agency and other
bodies at interest will be prepared. The solution must take
into account the widening of Rutherford Avenue and the re-
building of Prison Point Bridge as well as the construction of
approaches to the new Mystic River Bridge.

Sullivan Square (35)

Studies are now being conducted by the City Planning Board
in cooperation with the State Department of Public Works for a
vehicular underpass at Sullivan Square. Final recommendations
must await the completion of comprehensive traffic surveys, but
one of the tentative solutions for this complicated problem is
shown on Page 89. This improvement illustrates the type of work
on the local street system which will not be made obsolete by
the construction of expressways.

Revere Beach Parkway, Broadway
and Main Street— Everett (39)

Various agencies have studied the problem created by the
intersection of Revere Beach Parkway with Main Street and
Broadway in Everett. An artist's conception of a preferred treat-
ment incorporating an overpass is shown herewith. The impor-
tance of Revere Beach Parkway as a major traffic artery and the
present congestion suffered at this location justifies the rather
costly solution shown. The usefulness of all of the traffic arteries
involved will be materially increased by the improvement.

Roslindale Square

A plan has been prepared for correction of traffic conditions
in the Roslindale Square business district. This incorporates
parking control, provision of off-street parking facilities, traffic
signals, one-way streets and a short extension of one street. This
inexpensive and readily available solution is suggested as an al-
ternate to a more expensive plan for the taking of right-of-way
and the extension of Belgrade Avenue as a new thorofare between
South Street and Washington. This latter plan was suggested by
the Roslindale Board of Trade. The proposed Southwest Express-
way will change the traffic pattern in this vicinity in that traffic
now moving from Belgrade Avenue to Washington will then be
primarily interested in getting from Belgrade to Cummins High-
way.

The off-street parking facilities shown in the accompanying
exhibit are those proposed by the Roslindale Board of Trade.

Extension of Market Street— Lynn

The City Engineer of Lynn has prepared preliminary plans
for the extension of Market Street. These plans have been modi-
fied by the consultants to conform to the recommended stand-
ards for the major street system. In addition, channelization has
been shown on the accompanying plan at each end of the im-
provement. This work will make a major contribution to the
relief of traffic along the most congested portion of Washington
Street in Lynn.

A by-pass route west of Lynn has been located as a result of
reconnaissance surveys and is recommended as a part of the ar-

terial street system. This general purpose highway would be on
a new right-of-way through an area largely undeveloped at pres-
ent. Through traffic would be removed from the congested streets
of downtown Lynn to the benefit of all.

Cambridge Truck Route

A truck route in the City of Cambridge has been proposed
by the Cambridge Planning Board. This would consist principally
of existing suitable streets, but would also involve street exten-
sions or widenings requiring additional right-of-way in five loca-
tions and a separation of grades with an existing railroad track.

The consultants endorse this proposal and show it on the
Master Highway Map as an improvement to be made as a part
of the proposed arterial street system.

PROPOSED TRAFFIC IMPROVEMENTS

MATTAPAN SQUARE

PROPOSED IMPROVEMENTS FOR INTERSECTION
OF BLUE HILL AVENUE AND MORTON STREET

BOSTON, MASSACHUSETTS

STREET

LEGEND

NEW CURB LINES
PRESENT CURB LINES
BUILDING LINES
TRAFFIC SIGNALS

NOTE NO MAKING PERMITTED WITHIN
ONE MUNORED FEET OF THE INTERSECTION
ON EITHER SIDE OF THE STREET

PROPOSED TRAFFIC IMPROVEMENT AT

ROXBURY CROSSING

PROPOSED IMPROVEMENT

BROOKLINE AVE. a PARK DRIVE

PROPOSED TRAFFIC IMPROVEMENT

SOMERVILLE AVE. ft WASHINGTON ST.
UNION SQUARE - SOMERVILLE

TENTATIVE PLAN FOR TRAFFIC CIRCLE AND UNDERPASS

SULLIVAN SQUARE- CHARLESTOWN

BASIC DESIGN BY BOSTON PLANNING BOARD

REVERE BEACH PARKWAY OVER-PASS

MAJOR STREETS WITH SIX LANES FOR MOVING TRAFFIC

15'

13'

ll'

i "'.I.

20'

ll'

II'

13'

15'

67'

"i* i

6 7'

;

134' fz)

VJ1

DESIRABLE STANDARD
PARKING PERMITTED

MINIMUM STANDARD
PARKING PERMITTED

*xye

44 134

(3l

■ i i. i . i • i

88 (68

44 (34

DESIRABLE STANDARD
NO STOPPING IN RUSH HOURS
NO PARKING AT OTHER TIMES

MINIMUM STANDARD
NO STOPPING IN RUSH HOURS
NO PARKING AT OTHER TIMES

CIRCLED NUMBERS INDICATE CORRESPONDING WIDTHS FOR FOUR-LANE STREETS

MARKET ST.

PROPOSED EXTENSION OF MARKET STREET

LYNN, MASSACHUSETTS

A MODIFICATION OF A PLAN BY FRANK E. GOWDY, CITY ENGINEER

TRUCK ROUTES

SPECIAL consideration was given to truck movements
throughout the metropolitan area in the analysis of the origin
and destination data as shown by Plates 6, 9, 10 and 12 in the
traffic section of this report. The needs of commercial vehicles
have influenced the selection of expressway routes as well as
the development of a system of arterial streets. Provisions have
been made in locating access ramps on the expressways, and in
the development of other plans, for the movement of trucks to
and from present and proposed truck terminals, market areas,
freight terminals and piers.

It is recommended that trucks be permitted to operate on
every section of the proposed system of expressways. In estab-
lishing priorities for the construction of these expressways, a
high rating was assigned to the Southwest Expressway because
of the totally inadequate highway facilities which are now
available to commercial vehicles traveling in this general direc-
tion.

Many suggestions were made to the consultants for their
consideration in planning better facilities for the heavy flow
of truck traffic across Charles Street between Longfellow Bridge
and Park Square. Most of these ideas involved relatively costly
construction. It is felt, however, that the comprehensive pro-
gram of other improvements recommended herein for the
downtown area will make it unnecessary to perform extensive
work in the vicinity of Charles Street itself.

The extension of Embankment Road and its connection
with the four. one-way streets previously described should at-
tract almost two-thirds of the automobiles now using Charles
Street, according to traffic analyses. Similarly, at least one-half
of the trucks now using Charles Street will prefer to use the
Central Artery, other sections of the Belt Route, or the widened
surface streets after those projects are completed.

In the meantime, Charles Street should remain a two-way
artery for mixed traffic. Parking should continue to be pro-
hibited between 8:00 a.m. and 10:00 a.m. and from 4:00 p.m.
to 6:00 p.m. and this "all-rolling" regulation should be rigidly
enforced.

Truck traffic should also be permitted on Old Colony
Parkway as far south as Callivan Boulevard until such time as
the Southeast Expressway can be constructed. Improvements
to Old Colony Parkway to fit it for this type of traffic can
readily be made.

Preliminary location studies have been made by various
agencies for a highway along Gravelly Creek between Mystic
Avenue at Brooks Park and the Fellsway West near Fulton
Street. This would provide an attractive route for trucks
around the section of the Fellsway from which commercial
vehicles are now excluded, and at the same time would furnish
a by-pass route for badly congested Medford Square. This im-
provement is also indicated on the Master Plan Map.

PARKING RECOMMENDATIONS

HE RECOMMENDED EXPRESSWAYS WILL SERVE THEIR

intended function only if they are supplemented by adequate
storage facilities to receive the vehicles as they arrive in the
downtown area.

The City Planning Board of Boston has recently completed
a study of the economics of proposed new off-street parking
facilities in Downtown Boston. This study is being used to guide
the expenditure of a fund of $5,000,000 to secure sites and build
parking garages which will then be leased to private operators.
The studies indicate that unless substantial subsidies are fur-
nished by governmental agencies, parking rates will range from
forty cents to seventy-five cents for all-day parking. Your con-
sultants confirm these estimates by recent studies they have made.
The higher figure will prevail in most instances in Boston be-
cause of the high value of downtown property.

Motorists now parking on the streets of Downtown Boston
would unquestionably be put to considerable out-of-pocket ex-
pense if curb parking privileges were suspended. Much, much
greater, however, are tire hidden costs to their fellow motorists
and themselves, as well as the costs to the community at large,
under the present intolerable congestion caused by curb parking,
much of it in flagrant violation of parking regulations. Even a
reasonably satisfactory solution of traffic conditions in this area

will require almost complete prohibition of curb parking to-
gether with strict enforcement.

That this regulation will be a benefit, rather than a hard-
ship, both to motorists and to downtown business establishments,
is illustrated by the experience in Chicago. Complete prohibi-
tion of curb parking in the "Loop" on January 10, 1928, resulted
in a 32.6 per cent increase in the number of automobiles accu-
mulated in the downtown district at 2:30 P.M. on comparable
weekdays before and after the restrictions went into effect.
Motorists found that the ease and safety of movement within the
area more than compensated them for the cost of parking in the
lots and garages which appeared quickly under private initiative
shortly after the curb parking ban became effective.

The first of the new garage sites selected by the City Plan-
ning Board are close to the proposed route of the Central Artery.
This policy should also be followed in selecting a number of ad-
ditional sites. Other garages can appropriately be located along
Cambridge, Portland, Sudbury and other streets which are or
will be widened. In this way, traffic on the narrow streets can be
kept to a minimum.

The parking report prepared by the City Planning Board
pointed out that there is a dearth of factual information on the
parking habits of motorists driving to Downtown Boston. Your

consultants urge that a comprehensive parking survey be made
as a sound basis tor expansion of the initial program for develop-
ment of parking facilities. ' It will be imperative to have a broad
concept of the size of the task so that plans will be neither
grossly inadequate nor overly ambitious.

On many of the arterial streets designated herein, parking
will have to be prohibited in certain sections and at certain
times to permit the street system to work efficiently. Detailed
traffic surveys will be required before specific recommendations
as to these regulations can be prepared for the several hundred
miles of streets involved. Administrative agencies in the various
communities have demonstrated their understanding of the prob-
lem and the proper use of parking control techniques. There
has been little opportunity in the recent hectic years to re-
store regulation and enforcement to the high standards re-
quired to move the great masses of traffic found in the Boston
Metropolitan Area. Many of the cities and towns in the region,

in addition to Boston, will find it to their advantage to make
complete parking surveys and prepare long-range plans for pro-
viding off-street facilities in their central business districts.

There is an obvious need for a strong, well conceived pro-
gram to aid the police in the enforcement of parking regulations.
This is true not only in Boston but in essentially all of the sur-
rounding cities and towns. No single measure will fulfill the
need. More officers should be assigned to the parking phase of
traffic regulations, fines should be severe enough to deter re-
peaters and flagrant violators, and special parking privileges
nullifying restrictions should not be tolerated. Property values
have declined to the extent of millions of dollars in recent years
and much of this loss can be traced to traffic congestion. A large
part of the congestion is caused by illegal parking and, viewed in
this light, the seriousness of the acts of parking violators is clearly
apparent.

COORDINATION WITH
TRANSIT IMPROVEMENTS

COMPREHENSIVE PLAN FOR IMPROVEMENT OF THE

transit system is contained in the two reports by the Metropol-
itan Transit Recess Commission dated April, 1945, and April,
1947. It is assumed that this program, in essentially the form and
to the extent recommended, will be carried out. If rapid transit
facilities are not extended and improved, the system of express-
ways recommended will be inadequate to handle the volumes of
traffic that will be generated in the outer and rapidly growing
portions of the metropolitan district.

The expressways do not offer a rubber-tired alternate to
railborne rapid transit. The vast number of people to be handled
by public transportation would make such an expedient eco-
nomically unsound. Furthermore, the downtown street system
would be unable to absorb any significant portion of the number
of buses that would be involved.

It is recommended that express buses be operated from
Chelsea to downtown Boston over the Mystic River Bridge and
the Central Artery to an off-street bus terminal. Further study
should be given to the need for express bus operation along the

Southeast Expressway to supplement the Washington Street rapid
transit subway when use of this latter facility is materially in-
creased by proposed rail rapid transit extensions into areas now
served by suburban railroads.

It is contemplated that essentially all inter-city buses will
enter downtown Boston over the Central Artery. They will be
accommodated, under the expressway plan, in a new bus terminal
which will be constructed under the elevated highway in the
section along Atlantic Avenue between Congress and Oliver
Streets. This terminal will be approached from either the north
or the south with only minor use of surface streets and will have
adequate capacity for anticipated bus traffic. A plan and eleva-
tion of the proposed terminal is shown herewith. This station
will be connected through an underground passageway with the
South Station.

It is also proposed that a bus station be provided on the
Central Artery in the vicinity of Haymarket Square which will
serve both transit and inter-city buses to and from the north.
This station would connect by underground passageways with

both the Union-Friend and the Haymarket Square stations of the
Metropolitan Transit Authority system.

Tentative proposals have been made by the Metropolitan
Transit Authority for a bus terminal in the South Station if and
when a large portion of the suburban railroad service now op-
erated by the New Haven Railroad is discontinued. Whether
this bus station or the one under the Central Artery is the one
to be built will depend largely on the sequence of events in carry-
ing out both the transit and highway programs. Either station

would be a vast improvement over the existing inadequate ter-
minals provided for inter-city bus passengers.

Studies are being continued by the Metropolitan Transit
Authority of opportunities to consolidate rights-of-way for both
highway and rail rapid transit functions. One or two interest-
ing possibilities have developed and are being investigated fur-
ther. If such consolidation can be effected to any substantial de-
gree, major economies will follow.

r^jL_ i

1*- d

►'**» '-

SECTION A-A

BO 100

FEET

PROPOSED BUS TERMINAL

UNDER CENTRAL ARTERY

NEAR SOUTH STATION

PROPOSED BUS STATION ON CENTRAL ARTERY
AND CONNECTIONS TO EXISTING RAPID TRANSIT STATIONS

SECTION A-A

T - ^~, — —

ESTIMATES OF COST

1 HE TOTAL COST FOR EACH OF THE PROJECTS REPORTED

on herein is shown on the attached tabulation, and a breakdown
of the total cost for each expressway section is given in Appendix
B. Project costs include items for preliminary work; construc-
tion cost and contingencies; engineering; demolition and moving
of buildings; changes arid relocation of utilities; legal, adminis-
trative and overhead costs; maintenance of traffic; and assessed
valuations of right-of-way plus engineering, legal and administra-
tive costs in connection with property acquisition. A lump sum
item is included in the tabulation to cover total project costs for
all of the work proposed under the section "Major Street System."

PRELIMINARY COSTS

Preliminary expenses include those generally incurred on
large projects prior to the preparation of contract plans and
specifications. Items of work normally included under this head-
ing are special reports and studies, preliminary locations and
estimates, borings and other sub-surface investigations, additional
traffic studies, et cetera. This item is estimated at one percent
of the construction costs.

CONSTRUCTION COSTS

Construction costs are based upon the design standards
described heretofore which have been incorporated in each of

the expressway projects to provide facilities of adequate capacity
to safely and efficiently handle the predicted volumes of mixed
traffic. These costs for the various expressways and for all items
included in the street improvement program are based upon an
analysis of conditions at each site, study of availability of local
materials, current bid prices and contractors and suppliers costs
on work of similar character. On certain items prices have been
fixed after consultation with local contractors experienced on
projects of the type involved.

An item amounting to ten percent of the estimated construc-
tion cost has been added to each of the projects to cover con-
tingencies.

ENGINEERING COSTS

Engineering costs include items for preliminary and detailed
surveys, the preparation of complete construction plans, specifica-
tions and contract documents, general supervision of construc-
tion, detailed inspection of materials and workmanship, bid
analysis and contract awards, preparation of construction esti-
mates and the coordination of all construction and material con-
tracts. This item is figured at ten percent of the construction costs.

DEMOLITION AND MOVING OF BUILDINGS

In the matter of the demolition or relocation of existing

100

buildings, experience on similar highway projects has proven
that separate contracts should be let for such purposes prior to
the inauguration of actual construction contracts in order that
the latter contractors will not be impeded or delayed in the prose-
cution of their work and have a clear site available throughout
the entire length of each project. In some instances sites are avail-
able adjacent to the project where existing houses can be moved
a few hundred feet and placed on new foundations. In other
locations, buildings may be considered of such low value that it
will be found more economical to demolish them entirely.

The item of "Demolition and Moving of Buildings" as in-
cluded herein is based upon prices prevailing.

In view of the fact that there may be a time lapse prior to
the start of actual construction and it may be found necessary to
fill existing cellars under buildings which have been razed or
moved, cost of this item of work has been included herein.

CHANGES AND RELOCATION OF UTILITIES

A number of utilities will be encountered during construc-
tion of the various projects. These include sanitary and storm
sewers, municipal and metropolitan water supply systems, mass
transportation facilities, gas mains, overhead and underground
electric systems, telephone and telegraph lines and railroads.

In most instances, expressways have been so located as to
minimize the amount of interference with the above-named
utilities but, in certain locations, extensive changes cannot be
avoided. The estimates presented herein include ample allow-
ances for such changes based upon a study of existing plans and
field reconnaissance in each instance.

LEGAL, ADMINISTRATIVE AND OVERHEAD

Legal, administrative and overhead costs include a pro-rata

amount of costs, not included herein but which would be in-
curred by the Department of Public Works in connection with
contractual matters and general expenses of a similar nature in-
volving expenditures of funds on projects of this magnitude.

MAINTENANCE OF TRAFFIC

In order to maintain traffic on existing highways, transit and
railroad lines, special consideration must be given to coordinat-
ing the construction program. It has been found in other in-
stances that detailed plans for this item must be worked out well
in advance because of the length of time the particular facility
may be affected.

The estimate for this item therefore includes such facilities
as temporary bridges and signs, special lights, temporary road-
ways, leasing of rights-of-way, et cetera, and is based upon the
cost of work of a similar character performed in other localities.

RIGHT-OF-WAY COSTS

Right-of-way costs in the Metropolitan Area form a large
part of the total project cost and these will vary according to
the character of the properties traversed. In estimating these
costs a field survey of each route was made and assessment records
were secured in each of the towns and cities affected.

The estimates of right-of-way costs are based upon currently
assessed valuations for both land and buildings.

Costs incidental to the acquisition of right-of-way include
engineering, legal and administrative costs. These items cover
the preparation of surveys, property plats, appraisals, searching of
records, court costs, moving of tenants and other expenses and
amount to 15 percent of the assessed values.

101

ESTIMATES OF COST

Expressway Section Mileage Construction Rights of Way Total

(Assessed Valuations)

Southeast Expressway H.8 $ 21,800,000 $ 6,200,000 $ 28,000,000

Southwest Expressway 11.4 17,700,000 5,900,000 23,600,000

Worcester Turnpike 3.7 5,400,000 3,200,000 8,600,000

Western Expressway 7.7 15,400,000 2,900,000 18,300,000

Northwest Expressway 12.1 17,700,000 5,400,000 23,100,000

Northern Expressway 12.5 21,800,000 5,600,000 27,400,000

Northeast Expressway 13.0* 14,200,000 5,700,000 19,900,000

East Boston Expressway 2.5 24,400,000 1,600,000 26,000,000

Belt Expressway, including Central Artery . . 10.7 72,500,000 31,000,000 103,500,000

Sub Totals 85.4 $210,900,000 $67,500,000 $278,400,000

Embankment Road 2.0 6,200,000

Totals 87.4 $284,600,000

Proposed Improvements to Existing Highways 26,000,000 11,400,000 37,400,000

Grand Total $322,000,000

Note: Expressway mileages are measured to center of Belt Expressway Interchanges.

•Mileage includes New Mystic River Bridge.

Construction Costs include Preliminary Costs; Engineering; Demolition; Changes in Utilities; Maintenance of Traffic and Contin-
gencies.

Right of Way Estimates are based upon current assessment valuations and include an item for acquisition costs.

102

ECONOMIC JUSTIFICATION FOR
EXPRESSWAY SYSTEM

J. HE CONSTRUCTION OF ANY NEW HIGHWAY FACILITY

for the use of the public, such as the proposed system of express-
ways for the Boston Metropolitan Area, should be justified by a
study of benefits weighed against costs. Such a study has been
made on the basis of assumptions comparable to those which have
proved sound under the rather rigid financing requirements for
revenue producing facilities. These studies indicate that the
proposed expressway system would be a good investment for the
motorists and other taxpayers of the metropolitan area and that
for this reason, as well as for all the social benefits anticipated,
the project should be approved and built.

Several studies were available to the consultants on average
speeds of vehicle operation in various parts of the metropolitan
area under present conditions. These speeds vary from an aver-
age of 3 miles per hour in sections of downtown Boston to 30
miles per hour on outlying highways. Since the greater portion
of traffic operates in areas where speeds are low, it is estimated
that weighted average speeds for all motor vehicle travel are be-
tween 15 and 20 miles per hour. Average speeds of 35 to 40
miles per hour would prevail on the proposed expressways.
Time savings, therefore, would be approximately 1.5 minutes
per mile.

The value of a motorist's time has been debated for a num-
ber of years without arriving at a generally accepted figure. Actu-
ally, the amount a motorist or a truck operator is willing to pay

for the use of a superior facility depends not alone on potential
time savings but also on the extent to which relief is afforded
from accident hazards, possibilities of major delays, and the irri-
tations of pedestrians, traffic signals, turning vehicles, and all the
other vexations typical of surface streets. A report entitled "Toll
Roads and Free Roads" published by the Bureau of Public Roads
in 1939 estimated that a toll of approximately 1^ per mile for
automobiles and 3.5^ per mile for trucks, which would produce
a weighted average toll of 1.5^ per vehicle-mile, would develop
maximum revenues on a toll road. Inflationary trends since
1939 would make a comparable figure for 1947 at least 2.0^ per
vehicle-mile. At expressway speeds, this would be equivalent to
about 1.25^ per vehicle-minute. Time savings averaging 9 or
10 minutes would be realized by motorists using expressways in
the Boston Metropolitan Area.

The traffic in 1970, for which the expressways have been
designed, has been estimated at approximately 275,000,000 in-
dividual trips averaging 3.2 miles each or 880,000,000 vehicle-
miles annually. At an assumed benefit of 2.0^ per vehicle-mile
for the average vehicle, the proposed system would create a pub-
lic benefit equal to approximately $17,600,000 per year. If this
benefit were capitalized at 3 percent interest over a period of
30 years, it would justify a capital expenditure of over $345,-
000,000. The total cost of the recommended expressway has been
estimated at $284,600,000 for construction and right-of-way.

103

Public benefits of 2.0^ per vehicle-mile, therefore, would exceed
in total value the amount necessary for annual interest payments
and retirement of principal, if the undertaking were to be viewed
purely on a business basis.

It is estimated that there will be 75,000,000 vehicle-miles
of travel annually by 1970 on the Central Artery alone between
Massachusetts Avenue and the interchange north of the Charles
River. It is also estimated that this traffic will move at an aver-
age speed of 30 miles per hour, rather than the present speed
for vehicular trips in downtown Boston of less than 10 miles per
hour, so that the average saving will be at least 4 minutes per
mile. If the value of a motorist's and truck driver's time is taken
at the conservative figure of 1.25^ per minute, the annual saving
on the Central Artery in 1970 would be $3,750,000. This eco-
nomic benefit, capitalized at 3 per cent over a period of 30 years,
would justify an expenditure of approximately $73,500,000. The
estimated cost of this same section of expressway, including con-
struction and right-of-way, has been estimated at $59,500,000.
The Central Artery as a terminal facility, therefore, would have
to be partly justified by its indispensability to the balance of the
expressway routes. This is typical of all types of transportation
systems, and the Central Artery comes closer to being econom-
ically justified as a unit than most terminal facilities.

Maintenance and operating costs on the proposed express-
way system would be more than offset by an equitable allotment
of funds received by the Commonwealth from users of the ex-
pressway in the form of gasoline taxes, vehicle registration fees
and other regular sources of highway revenue.

While the direct dollar benefits as estimated in this way
prove that the expressways are justified, there are other benefits
of perhaps even greater significance which would have just as
real economic value but which cannot be so readily estimated.
There are also social benefits which cannot be reduced to dollar
value. Among these benefits is the assurance that traffic accidents
would drop to a fraction of the rate on surface streets because
the nature of expressways makes many of the most serious types
of accidents physically impossible. Furthermore, if the express-
ways are not built, many expensive expedients such as street
widening, traffic officer control, parking prohibitions (compen-
sated for by costly off-street parking facilities and truck loading
docks) , and other substitutes will have to be applied more
broadly than otherwise. The experience in other cities indicates
that these steps alone do not satisfy the need for modern traffic
arteries. Another major consideration is the improved service
to inter-city passengers that would be furnished by operation of
buses on the new highways. Finally, and perhaps of the greatest
economic value, the expressways will protect and enhance prop-
erty values throughout the metropolitan area and particularly
in the central business district. The prosperity and welfare of
every modern community depends on the expeditious movement
of people and goods.

While it is difficult to compute the exact value of the many
benefits that will accrue to the community and its citizens as a
result of the construction of the proposed system of expressways,
it can easily be seen that the benefits will far exceed even the
substantial cost involved.

104

CONSTRUCTION PROCEDURE

J. HE SCHEDULING OF A CONSTRUCTION PROGRAM OF

the magnitude presented herein requires the coordination of
financial planning, labor and material supplies, legal procedure,
traffic demands and other controlling factors in order that the
work may be prosecuted smoothly in stages consistent with the
Commonwealth's desire and ability to finance such a program.

The traffic analysis indicates volumes sufficient to require
the construction of the major portion of this program immedi-
ately. It is not within the province of this report to determine
the amount of funds which can be made available from year to
year to finance the recommended program and, therefore, a
schedule has been set up to provide for the construction of usable
sections thereof, according to the relative urgency of the needs of
the various areas to be served.

A study of the entire program indicates that a maximum of
five stages or divisions of work should be planned. Each stage
includes construction of portions of three or more expressway
projects. Thus, work can be in progress simultaneously in widely
separated sections of the metropolitan area, minimizing inter-
ference with existing traffic and other services.

An accompanying plate indicates by color which portions of
the expressway projects are recommended for construction in
each of the five stages.

Recommended improvements to existing streets and street

intersections should be accomplished as rapidly as the necessary
funds become available. Since improvements in each location
are urgently needed and work on each can be conducted inde-
pendently, this part of the program can be completed without
interference with the expressway construction plan. Priorities
have not been established for this work.

In setting up a stage construction or priority program, it
must be recognized that the building of an expressway project
in sections may impose conditions upon the existing street system
tending to cause further congestion. In other words, the first
unit of an individual expressway will not serve as an efficient
artery by itself unless each unit is of sufficient length and pro-
vided with connections to the existing street system in order that
it may attract and distribute sufficient traffic in the proper man-
ner. It is paramount, therefore, to insure the completion of an
entire individual expressway prior to embarking on the construc-
tion of a single section which by itself may be ineffective. In
setting up the stages described hereinafter, limitations imposed
by financial considerations, rights-of-way, engineering, construc-
tion and planning have been coordinated with the above traffic
factors in order to insure a high degree of utility.

STAGE NO. 1

a. Downtown Boston is the scene of the greatest traffic con-

105

gestion. The approach to the Sumner Tunnel is a typical ex-
ample. The Central Artery as previously described, will offer
immediate relief to this area and, therefore, this section of the
Belt Route should be considered as the starting point for the
entire expressway system in establishing a policy of building out-
ward from the center of the city. Should the outer ends of the
various expressways be constructed first, traffic would be collected
and deposited at so-called "dead end" points where sufficient
streets would not be available to carry this traffic. The Central
Artery section involves the largest expenditure per mile and con-
siderable time to construct primarily because of right-of-way
conditions. In order that its capacity may be utilized to the full-
est extent, it should be connected to the Mystic River Bridge as
shown on Exhibit 24. At its southern end, it should be connected
via the Massachusetts Avenue interchange with the Old Colony
Parkway. A complete north-south facility would thus be formed
to serve the downtown area. Traffic from the Sumner Tunnel
will have access to this facility thereby relieving congestion on
the Boston approach to this Tunnel. The interchange at Massa-
chusetts Avenue will connect to surface streets for serving the
Roxbury area.

b. It is recommended that the Embankment Road project
be included in the first construction stage. This facility has been
proposed by the Metropolitan District Commission. This project
can be constructed in a very short time and will furnish some
measure of relief to Commonwealth Avenue and Beacon Street
until such time as the entire Belt Expressway can be completed.

c. Funds are available and plans have been completed for
constructing the East Boston Elevated Highway approach to the
Sumner Tunnel. As part of the East Boston Expressway, it is
logical for this project to be placed in Stage No. 1. Its construc-
tion will furnish immediate relief to Tunnel traffic at the East
Boston Plaza.

STAGE NO. 2

The southwest and northwest sections of the Metropolitan

area suffer from lack of adequate traffic arteries approaching the
center of the City. It is, therefore, recommended that projects
should be included in this stage which will provide relief to these
areas.

a. It is recommended that a short section of the Southwest
Expressway be included in this stage to connect the Expressway
Belt to Blue Hill Avenue in the vicinity of Washington and
Seaver Streets. In this manner a new facility will be provided for
truck traffic to relieve the congested section of Blue Hill Avenue
between Washington Street and Massachusetts Avenue.

b. The heaviest flow of traffic as indicated by the desire lines
is in the western section now served by the Worcester Turnpike
and Commonwealth Avenue. It is, therefore, important that
these routes be improved at an early date in order that they will
efficiently carry traffic until such time as the Western- Expressway
can be completed. It is recommended that improvements to State
Route 9, the Worcester Turnpike, from the Jamaicaway to Ham-
mond Pond Parkway be included in this stage.

c. & d. Traffic to the northwest presently moves to the down-
town area via Commonwealth Avenue, Beacon Street and the
boulevards on either side of the Charles River. Traffic from this
area should be provided with its own artery because of the heavy
volume desiring to move through the Cambridge-Somerville dis-
trict. It is recommended that a section of the Northwest Express-
way and the Expressway Belt be included in this stage to connect
the Central Artery and the Mystic River Bridge to the Concord
Turnpike and Massachusetts Avenue at the Alewife Brook Park-
way. In this manner, an artery will also be provided for east-
west traffic moving between Charlestown and the Mystic River
Bridge to Cambridge and the west. Complete facilities will thus
be afforded for traffic moving from the southeast via the Old
Colony Parkway and the Sumner Tunnel to the Concord Turn-
pike and Route 3 to the northwest.

e. In order to further improve the connections at the north-
east, it is recommended that a portion of the Northeast Express-

106

UJ
<0

(/)

o
u

_ 1*J

U U> u y> O
W to </> (O <0

U. «o I- u. u.

5S-*-

way connecting the Mystic River Bridge with Squire Road and
U. S. Route 1 and State Route 107 to Lynn be included in this
stage, thus providing immediate relief to the Sumner Tunnel.

STAGE NO. 3

a. In logical order the remainder of the Belt Route should
next be completed from the interchange at Massachusetts Avenue
and Southampton Street to the Northwest Expressway connec-
tion. Thus, all of the radial expressways except the Western will
be connected to the Belt Route at an early date whereby effective
relief can be provided in the distribution of traffic throughout
the entire downtown Boston area. Complete routes will auto-
matically be available for crosstown and by-passable movements
around the Central Area.

b. The remainder of the Southwest Expressway connecting
with U. S. Route 1 should be included in this stage resulting in
relief for the heavy truck traffic now forced to use Washington
Street.

c. At this stage, no doubt, traffic to East Boston will have
increased to a point where the construction of the second Sumner
Tunnel will be required. It has, therefore, been included in
this group.

STAGE NO. 4

a. Under prior stages traffic to the southeast would be
served by the Old Colony Parkway. It is recommended that the
Southeast Expressway be continued under this stage from Gal-
livan Boulevard to its southern terminus to connect with State
Routes 3 and 18, in order to remove by-passable traffic from the
business section of Quincy, particularly during the summer
season.

b. Next in priority should come the first section of the
Western Expressway to connect the Belt Route with the Newton-
Watertown area in the vicinity of Galen Street.

c. Traffic presently passing through Stoneham from Route

28 encounters serious congestion in this town. It is recommended
that the first section of the Northern Expressway to be built
under this stage should include a by-pass of Stoneham from the
Fellsway route near Spot Pond to North Street in Reading.

d. The second section of the Northern Expressway recom-
mended for inclusion in this stage, involves reconstruction of the
Northern Artery from Nashua Street to the Revere Beach Park-
way. In this manner, an efficient expressway will be provided
from downtown Boston via the Fellsway West to Reading.

e. The short connection between State Route 107 and State
Route 1-A at Revere Beach on the Northeast Expressway is in-
cluded herein.

STAGE NO. 5

Under this stage the remainder of the various expressways
are included as follows:

a. Southeast Expressway from Columbia Circle to Gallivan
Boulevard, to replace the Old Colony Parkway which had been
used as part of the Southeast Expressway under Stage No. 1.

b. The Western Expressway from Galen Street to its west-
ern terminus at Commonwealth Avenue where a connection can
be provided for an extension to meet U. S. Route 20 should this
highway be completed by the time the Western Expressway is
extended.

c. The Northwest Expressway between Massachusetts Ave-
nue through Winchester to connect with U. S. Route 3 and via
the Woburn by-pass to connect with State Route 38.

d. The Northern Expressway from the Revere Beach Park-
way to the Stoneham by-pass.

e. The improvement to U. S. Route 1, the Newburyport
Turnpike, has been deferred until this point, however, it is rec-
ommended that it be included in Stage No. 5 to complete the
entire Northeast Expressway.

The attached tabulation shows a breakdown of stage con-
struction costs for the entire expressway system.

108

ESTIMATE OF EXPRESSWAY STAGE CONSTRUCTION COSTS

Section Project

Stage Project Cost Cost

1 a. Expressway Belt — Mystic River Bridge connection via Central Artery

to Southeast and Southwest Expressway Interchange .... $59,500,000

Northeast Expressway — Connection and Revisions to South End of

Mystic River Bridge 3,390,000

Southeast Expressway — Expressway Belt to Old Colony Boulevard . 4,400,000

$67,290,000
1 b. Embankment Road — Charles Street to Bay State Road .... 6,200,000

1 c. East Boston Expressway — East Boston Elevated Highway . . . 8,440,000

Total Stage 1

2 a. Southwest Expressway — Expressway Belt to Washington Street and

Blue Hill Avenue 6,200,000

2 b. State Route 9, Worcester Turnpike — Expressway Belt to Sumner Road

and Warren Street 5,920,000

Improvements to Route 9 — Sumner Road to Hammond Pond Parkway . 2,680,000

8,600,000
2 c. Expressway Belt — Northwest Expressway Interchange to Mystic River

Bridge Connection 16,650,000

2 d. Northwest Expressway — Expressway Belt to Concord Turnpike Con-
nection 7,230,000

Concord Turnpike Connection to Massachusetts Avenue at Alewife

Brook Parkway 1,330,000

Concord Turnpike Connection 1,750,000

10,310,000
2 e. Northeast Expressway — Connection and Revisions to North End of

Mystic River Bridge 1,360,000

Mystic River Bridge to 'Y' Interchange — Revere ..... 6,010,000

'Y' Interchange — Revere to Cutler Highway and Squire Road . . 1,340,000

'Y' Interchange — Revere to Broadway, Route 107 1,690,000

10,400,000

Total Stage 2

Stage
Cost

$81,930,000

$52,160,000

109

Stage

ESTIMATE

Project

OF EXPRESSWAY STAGE

INSTRUCTION

COSTS

Section
Cost

Project
Cost

Stage
Cost

Total
Cost

$27,350,000

$ 5,050,000

1,650,000

10,700,000

17,400,000

17,560,000

$62,310,000

16,880,000

9,700,000

6,150,000

7,960,000

880,000

$41,570,000

6,720,000

8.600,000

4,980,000

5,250,000

2,560,000

12,790,000

9,890,000

3,400,000

13,290,000

5,230,000

$46,630,000

$284,600,000

3 a. Expressway Belt — Southeast and Southwest Expressway Interchange to
Northwest Expressway Interchange .......

3 b. Southwest Expressway — Washington Street and Blue Hill Avenue to
Neponset Parkway Connection ......

Neponset Parkway Connection

Neponset Parkway Connection to U. S. Route 1

c. East Boston Expressway — Proposed Tunnel ....
Total Stage 3

a. Southeast Expressway — Gallivan Boulevard to Routes 3 and 18

b. Western Expressway — Expressway Belt to Galen Street .

c. Northern Expressway — Stoneham By-Pass — Fellsway West to North

4
4

5
5
5

Street, Reading

d. Northern Expressway — Nashua Street to Revere Beach Parkway

e. Northeast Expressway — Broadway, Route 107, to Route 1A .
Total Stage 4

a. Southeast Expressway — Old Colony Boulevard to Gallivan Boulevard

b. Western Expressway — Galen Street to Commonwealth Avenue, Route 30

c. Northwest Expressway — Massachusetts Avenue at Alewife Brook Park

way to Bacon Street, Winchester

Bacon Street, Winchester to U. S. Route 3

Woburn By-pass Connection to Route 38

5 d. Northern Expressway — Revere Beach Parkway to Main Street, Melrose
Main Street, Melrose to Stoneham By-pass

5 e. Northeast Expressway — Improvements to U. S. Route 1 — Squire Road
to Route 128

Total Stage 5 .

Grand Total — All Stages

110

In conclusion, your Joint Board can take pride in having inspired
the preparation of a Master Highway Plan for the Boston Metropolitan Area.
Realization of the goals envisioned in this plan will require the enthusiastic
support not only of the state departments represented on the Board but
also of all the agencies at interest in each of the many cities and towns in
the metropolitan area. This support should continue, moreover, through-
out the extended period that will be required for the legislative, financing
and final engineering phases of the program.

An important initial step which should be instituted by State and
local officials charged with the responsibility for construction of the ex-
pressway system is to enact necessary legislation and proper ordinances to
insure control of the rights-of-way for future use.

The potential benefits will be worth the best efforts of all the indi-
viduals and all the organizations called upon to serve. Transportation is
the key to modern living. The recommended system of expressways and
complementary traffic improvements will constitute a transportation bet-
terment of the first magnitude. Benefits in the health, happiness and eco-
nomic welfare of the citizens of the Commonwealth of Massachusetts will
be comparably great.

111

APPENDIX A

(APPENDICES 1 to 7)

TRAFFIC TABLES

APPENDIX 1

Number of Daily Trips by All Types of Motor Vehicles

Passing Thru the Study Area from Cordon to Cordon

by Station of Entry

Passenger

Station Name of Road Located Cars b Trucks Total

Number in Town of Taxis

1 Route 129 Lynn 542 53 595

2 Route 1A Lynn 365 39 404

3 Essex Street Lynn 102 27 129

4 Route 107 Lynn 82 15 97

5 Lynn Street Peabody 87 20 107

6 Lynnfield Street Lynn 138 20 158

7 Route 1 Saugus 665 101 766

8 Water Street, Route 129 Saugus 80 13 93

9 Main Street Melrose 81 6 87

10 Franklin Street Melrose 25 5 30

11 Lynn Fells Parkway Melrose 92 92

12 Woodland Road Medford 19 3 22

13 Main Street, Route 28 Medford 343 47 390

14 Marble Street Stoneham 35 4 39

15 Washington Street Winchester 17 3 20

16 Main Street, Route 38 Winchester 99 22 121

17 Cambridge Street, Route 3 Winchester 163 30 193

18 Summer Street, Route 2A Arlington 15 1 16

19 Massachusetts Avenue Arlington 107 17 124

20 Concord Pike, Route 2 Arlington 155 22 177

21 Route 128 Waltham 278 60 338

22 Route 117 Waltham 39 17 56

23 Route 20 Waltham 214 45 259

24 Route 30 Newton 24 8 32

25 Washington Street Newton 121 18 139

26 Route 9 Newton 431 30 461

27 Central Avenue Needham 113 13 126

28 Route 128 Newton 210 68 278

29 Great Plain Road Needham 12 2 14

30 Dedham Avenue, Route 135 Needham 197 23 220

31 High Street, Route 109 Dedham 76 15 91

32 Washington Street, Route 1A . . . . Dedham 170 23 193

33 Providence Pike, Route 1 Dedham 623 90 713

34 East Street Dedham 7 2 9

35 Route 138 Milton 187 42 229

36 Route 128 Milton 198 8 206

37 Route 28 Quincy 296 34 330

38 North Street Randolph 41 9 50

39 Route 37 Braintree 171 21 192

40 Route 18 Weymouth 205 21 226

41 Union Street Weymouth 28 6 34

42 Route 128 Weymouth 85 4 89

43 Route 3 Weymouth 94 9 103

44 High Street Weymouth 27 3 30

45 Fort Hill Street Hingham 143 10 153

46 Route 3A Weymouth 287 41 328

47 Nahant Road Nahant 226 20 246

Total 7,715 1,090 8,805

Trucks Total

APPENDIX 2

Number of Daily Trips Crossing Cordon Line and

Having Origin or Destination in Study Area

by Type of Vehicle and Station

Passenger

Station Name of Road Located Cars b

Number at Boundary of Taxis

1 Route 129 Lynn

2 Route 1A Lynn

3 Essex Street Lynn

4 Route 107 Lynn

5 Lynn Street Peabody

6 Lynnfield Street Lynn

7 Route 1 Saugus

8 Water Street, Route 129 Saugus

9 Main Street Melrose

10 Franklin Street Melrose

1 1 Lynn Fells Parkway Melrose

12 Woodland Road Melrose

13 Main Street, Route 28 Melrose

14 Marble Street Stoneham

15 Washington Street Winchester

16 Main Street, Route 38 Winchester

17 Cambridge Street, Route 3 Winchester

18 Summer Street, Route 2A Arlington

19 Massachusetts Avenue Arlington

20 Concord Pike, Route 2 Arlington

21 Route 128 Waltham

22 Route 117 Waltham

23 Route 20 Waltham

24 Route 30 Newton

25 Washington Street Newton

26 Route 9 Newton

27 Central Avenue Needham

28 Route 128 Newton

29 Great Plain Road Needham

30 Dedham Avenue, Route 135 Needham

31 High Street, Route 109 Dedham

32 Washington Street, Route 1A . . . . Dedham

33 Providence Pike, Route 1 Dedham

34 East Street Dedham

35 Route 138 Milton

36 Route 128 Milton

37 Route 28 Quincy

38 North Street Randolph

39 Route 37 Braintree

40 Route 18 Weymouth

41 Union Street Weymouth

42 Route 128 Weymouth

43 Route 3 Weymouth

44 High Street Weymouth

45 Fort Hill Street Hingham

46 Route 3A Weymouth

47 Nahant Road Nahant

Total 154,883 21,960 176,843

5,691

427

6,118

3,480

375

3,855

2,064

407

2,471

4246

608

4,854

2,874

466

3,340

2,818

389

3,207

7,355

1398

8,953

1,809

206

2,015

4,981

615

5,596

1245

324

1569

3,778

3,791

1,408

220

1,628

8,180

997

9,177

1.827

166

1.993

1,607

181

1,788

3,911

983

4,894

3,415

529

3,944

1,299

287

1586

3,287

555

3,842

7,663

902

8565

3,308

380

3,688

2,302

251

2553

3,696

577

4,273

2,769

316

3,085

5,344

1249

6593

10,325

1,150

11,475

1,423

198

1,621

4,858

611

5,469

1,630

152

1,782

783

878

2,108

257

2.365

3,125

415

3540

4,697

958

5,655

1,330

278

1.608

5,666

1,180

6,846

1,962

2,050

4,724

515

5,239

2.003

582

2585

2,097

377

2,474

2.356

397

2,753

1,942

208

2,150

1,007

1.103

2,182

171

2,353

1,319

167

1,486

1,087

160

1,247

5,879

699

6578

2,023

185

2,208

114

APPENDIX 3

Inter- and Intra-Zone Trips by Type of Vehicle for Zones
of the Downtown Area and All Other Zones

Passenger

Movement Cars & Taxis Trucks Total

Inter- and Intra-Zone Trips Between Downtown

Area and Other /ones 117,968 43,682 161,650

Inter- and Intra-Zone Trips Between Zones Ex-
clusive of Downtown Area 349,180 114,575 463.755

Total Inter- and Intra-Zone Trips 467,148 158,257 625,405

Intra-Zone Trips — Downtown Area 3,668 8,570 12,238

Intra-Zone Trips — Other Zones 62,247 34,980 97,227

Total Intra-Zone Trips 65,915 43.550 109,465

Inter-Zone Trips — Downtown Area and Other

Zones 96,752 21,232 117,984

Inter-Zone Trips — Downtown Area 17,548 13,880 31,428

Inter-Zone Trips— Between Other Zones . . . . 286,933 79,595 366,528

Total Inter-Zone Trips 401,233 114,707 515,940

Intra Area Trips Downtown Area 21,216 22,450 43.666

APPENDIX 4

Pertinent Data from Origin and Destination Study

A VGf BCC

From External and Internal Surveys Daily Percent

Total motor vehicle trips thru, into and within study area . 811,053 100.00

Total motor vehicle trips from cordon to cordon .... 8,805 1.09

Total motor vehicle trips from cordon to zone 176,843 21.80

Total motor vehicle trips from zone to zone 625,405 77.11

Total motor vehicle trips thru, into and within study area . 811,053 100.00

By passenger cars and taxis 629,746 77.65

By trucks 181,307 22.35

Total motor vehicle trips thru, into and within study area . 811,053 100.00

Total motor vehicle trips thru, into and within downtown

area 206,593 25.47

Total motor vehicle trips with origin or destination in the

downtown area 147,925 18.24

Total motor vehicle trips passing thru downtown area with-
out stopping 15,002 1.85

Total motor vehicle trips intra-area-movement downtown

area 43,666 5.38

Total motor vehicle trips with origin or destination in zones

exclusive of the downtown area 619,462 76.38

Total daily trips by mass transportation 979,471 100.00

Total daily trips by Boston Elevated* and combination . . 807,600 82.45

Total daily trips by independent bus and combination . . 123,534 12.61

Total daily trips by railroad and combination 48,337 4.94

Total daily trips by Boston Elevated 807,600 100.00

Total daily trips by Boston Elevated between downtown area

and zones 391,797 48.51

Total daily trips by Boston Elevated intra-area movement

downtown area 22,176 2.75

Total daily trips by Boston Elevated between zones exclusive

of the downtown area 341,337 42.27

Total daily trips by Boston Elevated intra-zone trips, ex-
clusive of the downtown area 52,290 6.47

Total daily trips by independent bus 123,534 100.00

Total daily trips by independent bus between downtown

area and zones 5,775 4.67

Total daily trips by independent bus between zones exclu-
sive of downtown area 100,106 81.04

Total daily trips by independent bus intra-zone trips, exclu-
sive of downtown area 17,653 14.29

Total daily trips by railroad 48,337 100.00

Total daily trips by railroad between downtown area and

zones 38,971 80.62

Total daily trips by railroad intra-area movement downtown

area 105 0.22

Total daily trips by railroad between zones exclusive of the

downtown area 9,198 19.03

Total daily trips by railroad intra-zone trips, other zones . . 63 0.13

"Boston Elevated is now operated by the Metropolitan Transit Authority.

From External Survey

Daily
Average Percent

Total motor vehicles into study area crossing cordon . . . 194,453 100.00

Total motor vehicles with origin or destination in downtown

area 29,941 15.40

Total motor vehicles thru area crossing cordon line .... 17,610 9.05

Total motor vehicles with origin or destination in zones ex-
clusive of downtown area 146,902 75.55

115

APPENDIX 5

Points of Origins and Destinations by Cities and Towns
All Types of Motor Vehicles

APPENDIX 6

Points of Origins and Destinations by Cities and Towns
Mass Transportation

INTRA-AREA MOVEMENT

INTER-AREA MOVEMENT

City or Town

Passenger
b Taxi Trucks

Total

Passenger
&Taxi

Trucks

Total

Arlington . .

21,876 5,440

27,316

3,891

389

4,280

31596

Belmont . .

21,328 4,350

25,678

1,413

1,466

27,144

Boston:

Downtown .

139,132 66,242

205,374

26,522

3,309

29,831

235,205

Brighton

27,636 12,320

39,956

3223

418

3,641

43.597

Roxbury

60,912 29,680

90,592

7,625

975

8,600

99,192

Charlestown

13,854 7,350

21,204

2,731

732

3,463

24.667

Dorchester

37,434 15,902

53,336

3,812

481

4,293

57,629

East Boston

13,002 7,940

20,942

1,526

513

2,039

22,981

Hyde Park

7,879 2,980

10,859

1,704

176

1,880

12,739

South Boston

21,601 12,890

34,491

3,767

1,319

5.086

39,577

West Roxbury

27,151 10,030

37,181

3,148

229

3.377

40,558

Braintree .

18,935 1,450

20.385

2,454

366

2.820

23,205

Brookline .

31,290 11500

42,790

2,601

113

2,714

45504

Cambridge

62,009 22,681

84,690

9,343

1,919

11,262

95,952

Chelsea

11,393 6,610

18,003

1,419

542

1,961

19,964

Dedham

8,325 2,261

10,586

3,353

417

3,770

14,356

Everett

14,730 4,950

19,680

1,920

622

2,542

22,222

Lynn . .

41,730 10,570

52,300

20,000

2,310

22,310

74,610

Maiden

34,051 4,760

38,811

3,651

371

4,022

42,833

Medford

22,729 6,310

29,039

3,797

400

4,197

33,236

Melrose

18,080 3,460

21540

3,349

308

3,657

25,197

Milton . .

11,254 2,890

14,144

1,513

118

1,631

15,775

Newton

63.414 10,331

73,745

9,685

926

10,611

84,356

Quincy

67,521 9,533

77,054

7,642

1,039

8,681

85,735

Revere

13,102 3,830

16,932

1,101

257

1,358

18,290

Saugus . .

9,807 1,170

10,977

1,388

172

1,560

12,537

Somerville

27,008 16,130

43,138

3,711

1,133

4,844

47,982

Waltham .

29,711 8,524

38,235

7,376

890

8,266

46,501

Watertown

23.060 7,250

30,310

1,979

335

2,314

32,624

Weymouth

14,189 2,610

16,799

4,910

624

5,534

22,333

Winchester

9,382 2,650

12.032

3,911

453

4,364

16,396

Winthrop .

10,771 1,920

12,691

418

469

13.160

Totals . .

934,296 316,514

1,250,810

154,883

21.960

176,843

1,427,653

City or Town

BY
RAILROAD

BY
INDEPENDENT

BUS

BY
BOSTON ELEVATED*

Crand

Alone

In Com-
bination

Total

Alone

In Com-
bination

Total

Alone

In Com-
bination

Total

Arlington .

1.155

357

1512

147

189

23,016

798

23,814

25,515

Belmont

231

147

378

252

630

13,944

568

14512

15520

Boston:

Downtown

28,676

10,505

39,181

3,696

2,079

5,775

409,584 26565

436,149

481,105

Brighton

1,241

168

1,409

252

126

378

58,737

1,764

60,501

62288

Roxbury

441

1,260

1,701

294

462

756

192,911

3,003

195,914

198,371

Charlestowr

i 336

273

609

504

525

46,695

777

47,472

48,606

Dorchester

336

126

462

273

252

525

117,696

1,953

119,649

120,636

E. Boston

399

441

294

336

51.316

1,827

53,143

53,920

Hvde P'k

420

273

693

105

168

20,580

693

21273

22,134

S. Boston

1.029

1,050

2,079

483

76,358

1233

77591

80.153

W.Roxb'y

2,331

168

2,499

609

61,951

777

62,728

65,836

Braintree .

1,407

2,142

3549

8,190

231

8,421

609

12579

Brookline .

1,134

231

1,365

33,684

987

34,671

36,078

Cambridge

147

966

1,113

357

714

132,174

2.310

134,484

136,311

Chelsea

126

168

379

126

505

21273

441

21,714

22.387

Dedham

462

5544

189

5,733

231

987

1,218

7,413

Everett

336

546

882

32,340

189

32,529

33,495

Lynn . .

840

1,197

2,037

74,005

2520

76,525

420

504

79,066

Maiden

987

1239

2226

5523

651

6,174

53248

609

53,857

62257

Medford

. 1,458

189

1,647

105

41,335

1,008

42,343

44,095

Melrose

2,562

1,665

4.227

10,017

672

10,689

210

3,948

4,158

19,074

Milton . .

2,457

105

2,562

2,079

6552

8,631

11,193

Newton

7,161

1,134

8,295

18,753

252

19,005

6,447

9,996

16,443

43,743

Quincy

7,854

5249

13,103

50,043

798

50,841

6,195

3548

9,743

73,687

Revere

4,387

4,429

25552

25,636

30,149

Saugus

210

273

8,883

609

9,492

147

9.912

Somerville

378

441

70,203

1,617

71,820

72261

Waltham .

798

588

1,386

18,648

126

18,774

4,893

4,935

25,095

Watertown

168

210

2,079

2,100

23,667

945

24,612

26,922

Weymouth

1,092

1,176

2,268

7.455

273

7,728

189

10,185

Winchester

2,016

756

2,772

4,872

2,730

10,374

Winthrop

6,954

147

7,101

462

11,019

11,481

18582

Totals . .

64,996 31,678 96,674 235,476

11592 247,068

1522.014 93,186

1,615200

1,958,942

'Now Metropolitan Transit Authority.

116

APPENDIX 7

Total Daily Trips Made by All Types of Motor Vehicles between the Downtown
of Boston and Zones and Roadside Interview Stations Within Each Area

Area

Between Downtown
Area and Zones
not in Downtown

Between Downtown Area

and Roadside Interview

Stations

Total Movement

Daily Trips

Number

of
Stations

Daily Trips

Number

Percent

Number

Percent

Number

Percent

Total Trips

Between

Downtown

Area and

Zones

Percent
Total Trips
Between
Downtown
Area and
Roadside
Interview
Stations

18,277

15.49

6.725

22.46

25,002

16.90

73.10

26.90

16,519

14.01

2,934

9.80

19,453

13.15

84.92

15.08

34.595

29.32

7,532

25.16

42,127

28.48

82.12

17.88

22,017

18.66

7,651

25.55

29,668

20.06

74.21

25.79

8,500

7.20

1,499

5.01

9,999

6.76

85.00

15.00

9,981

8.46

3,600

12.02

13,581

9.18

73.49

26.51

8,095

6.86

8,095

5.47

100.00

1 ....

2 ....

3 ....

4 ....

5 ....

6 ....

Toial 117,984

100.00

29,941

100.00

147,925

100.00

79.76

20.24

Area 1 — from the south and includes Weymouth, Braintree,
Quincy, Milton, Dorchester, Roxbury and 12 road-
side interview stations.

Area 2 — from the southwest and includes Dedham, Jamaica
Plain, West Roxbury, Hyde Park and 6 roadside
interview stations.

Area 3 — from the west and includes Allston, Brighton, Brook-
line, Newton, Waltham, Watertown, and 8 roadside
interview stations.

Area 4 — from the northwest and includes Arlington, Bel-
mont, Cambridge, Medford, Somerville, Winchester
and 9 roadside interview stations.

Area 5 — from the north and includes Charlestown, Everett,
Maiden, Melrose and 3 roadside interview stations.

Area 6 — from the northeast and includes Chelsea, Lynn,
Revere, Saugus, East Boston, Winthrop, and 9 road-
side interview stations.

Area 7 — South Boston.

117

APPENDIX B

COST ESTIMATE TABLES

APPENDIX B — ESTIMATES OF COST

CONSTRUCTION

RIGHTS OF WAY

Description

No.

Lanes

Mile-
age

Changes

of
Utilities

Construc-
tion Cost
Including
Contin-
gencies

Prelim-
inary
Cost

Engineer-
ing

Mainte- Assessed Acquisi-

Demo- nance of Value of lion of

lition Traffic Right of Right of

Way Way

Totals

SOUTHEAST EXPRESSWAY

a. Expressway Belt to Old Colony Boulevard . 6

b. Old Colony Boulevard to Gallivau Boulevard 6

c. Gallivau Boulevard to Routes 3 and 18 . . 6

SOUTHWEST EXPRESSWAY

a. Expressway Belt to Washington Street and
Blue Hill Avenue 6

b. Washington Street and Blue Hill Avenue to
Neponset Parkway Connection 6

c. Neponset Parkway Connection 4

d. Neponset Parkway Connection to U. S. Route 1 4

STATE ROUTE 9— Worcester Turnpike

a. Expressway Belt to Sumner Road and War-
ren Street 6

b. Improvements to Route 9 — Sumner Road to
Hammond Pond Parkway 6

WESTERN EXPRESSWAY

a. Expressway Belt to Galen Street 6

b. Galen Street to Commonwealth Avenue —
Route 30 6

NORTHWEST EXPRESSWAY

a. Expressway Belt to Concord Turnpike Con-
nection 6

b. Concord Turnpike Connection to Massachu-
setts Avenue at Alewife Brook Parkway . . 4

c. Concord Turnpike Connection 4

d. Massachusetts Avenue at Alewife Brook Park-
way to Bacon Street, Winchester 4

e. Bacon Street, Winchester, to U. S. Route 3 . 4

f. Woburn By-pass Connection to Route 38 . . 4

1.30
2.54
7.99

1.77

3.14
1.08
5.44

1.39

2.35
3.74

3.71

4.02

2.18

0.47
0.95

2.43
4.06
2.05

$250,000
640,000
860,000

$2,660,000 $25,000

3,330,000 30,000

11,510,000 115,000

$265,000 $15,000

330,000 40,000

1,155,000 55,000

$ 75,000 $ 970,000
100.000 1,960,000
345,000 2,460,000

$140,000
290,000
380,000

380,000

470,000
1 10,000
820,000

2,140,000 20,000

215,000 60,000

65,000 2,890,000 430,000

3,270,000
1,100,000
7.350,000

35,000
10,000
75,000

330,000
110,000
735,000

15,000

5,000

30,000

100,000

35,000

220,000

720,000

240,000

1,280,000

1 10,000

40,000

190,000

350,000 3,130,000 31,000 310,000 34,000
100,000 1,160,000 12,000 120,000 23,000

450,000 4,290,000 43,000 430,000 57,000
560,000 6,780,000 70,000 680,000 24,000
500,000 5,750,000 60,000 580,000 26,000

95,000

35.000
130,000

200,000

170,000

1,710,000

1,070,000
2,780,000

1 ,206,000

1,314,000

260,000

160,000
420,000

180,000

200,000

330,000 3,620,000 35,000 360,000 52,000

70,000 500,000 5,000 50,000 20,000

50,000 1,340,000 10,000 130.000 3,000

360,000 3,080,000 30,000 310,000 23,000

220,000 3,910,000 40,000 390,000 10,000

100,000 1,990,000 20,000 200,000 2,000

$ 4,400,000

6,720,000

16,880,000

11.83 1,750,000 17,500,000 170,000 1,750,000 110,000 520,000 5,390,000 810,000 28,000,000

6,200,000

5,050,000

1,650,000

10,700,000

11.43 1,780,000 13,860,000 140,000 1,390,000 110,000 420.000 5,130,000 770,000 23,600,000

5,920,000

2,680,000
8,600,000

9,700,000

8,600.000

7.73 1,060,000 12,530,000 130,000 1,260,000 50,000 370,000 2520,000 380.000 18,300,000

12.14 1,130,000 14,440,000 140,000 1,440,000 110,000

1 10,000

2,370,000

353,000

7,230,000

20,000

580,000

85,000

1,330,000

40,000

150,000

27,000

1,750,000

90,000

947,000

140,000

4,980,000

120,000

490,000

70,000

5,250,000

60,000

163,000

25,000

2.560,000

440,000

4,700,000

700,000

23,100,000

120

APPENDIX B

ESTIMATES OF COST

CONSTRUCTION

RIGHTS OF WAY

No. Changes

Description of Mile- of

Lanes age Utilities

NORTHERN EXPRESSWAY

a. Nashua Street to Revere Beach Parkway . . 6 3.15 $630,000
I). Stonehain Bypass — Fellsway West to North

Street, Reading 4 4.35 550,000

c. Revere Beach Parkway to Main Street. Melrose 6 2.75 390.000

d. Main Street, Melrose to Sioneham By-pass . 4 2.27 270,000

12.52 1,840,000
NORTHEAST EXPRESSWAY

a. Mystic River Bridge 6 1.54

I). Connection and Revisions to South End of

Mystic River Bridge 6 0.46

c. Connection and Revisions to North End of

Mystic River Bridge 6 0.21 100,000

d. Mystic River Bridge to "Y" Interchange —

Revere 6 1.99 410.000

e. "Y" Interchange — Revere to Cutler High-
way and Squire Road 4 0.66 120,000

f. "Y" Interchange — Revere to Broadway,

Route 107 4 0.74 120,000

g. Broadway, Route 107, to Route 1A . . . . 4 0.79 90,000
h. Improvements to U. S. Route 1 — Squire

Road to Route 128 6 6.60 250,000

12.99 1,090,000
EAST BOSTON EXPRESSWAY

a. Proposed Tunnel 2 1.27

b. East Boston Elevated Highway 6 1.24 200,000

2.51 200,000
EXPRESSWAY BELT

a. Mystic River Bridge Connection via Central
Artery to Southeast and Southwest Express-
way Interchange 6 3.40 1,550,000

b. Southeast and Southwest Expressway Inter-
change to Northwest Expressway Interchange 6 4.69 1,230,000

c. Northwest Expressway Interchange to Mystic

River Bridge Connection 6 2.64 920,000

10.73 3.700,000
EMBANKMENT ROAD
a. Charles Street to Bay State Road 6 1.98

IMPROVEMENTS TO EXISTING STREET

SYSTEM

Construc-
tion Cost Prelim-
Including inary

Contin- Cost

gencies

Engineer- Demo-
ing lition

Mainte- Assessed Acquisi-

nance of Value of tion of

Traffic Right of Right of

Way Way

Totals

$4,260,000 $40,000 $425,000 $50,000 $125,000 $2,110,000 $320,000 $ 7,960,000

4,610,000 45,000 460,000 5,000
5,910,000 60,000 590,000 53,000
2,640,000 25,000 265,000 2,000

135,000 300,000 45,000

180,000 2,350,000 357,000

80,000 100,000 18,000

6,150,000
9,890,000
3,400,000

17.420,000 170,000 1.740,000 110,000 520,000 4,860,000 740,000 27,400,000

2,360,000

20,000

235,000

12,000

70,000

600,000

93,000

3,390,000

800,000

10,000

80,000

6,000

25.000

294,000

45,000

1,360,000

3,530,000

35.000

355,000

33,000

105,000

1 ,342,000

200,000

6,010,000

980,000

10,000

100,000

1,000

30,000

89,000

10,000

1,340,000

1 ,020,000

10,000

100,000

7,000

30,000

350,000

53,000

1,690,000

580,000

5,000

55,000

2,000

15,000

115,000

18,000

880,000

2,140,000

20,000

215,000

49,000

65,000

2,160,000

331,000

5,230,000

11,410,000

110,000

1,140,000

110,000

340,000

4,950,000

750,000

19,900,000

15,000,000

150,000

1,500,000

10,000

450,000

390,000

60,000

17,560,000

6,200,000

60,000

630,000

20,000

180,000

1,000,000

150,000

8,440,000

21,200,000

210.000

2,130,000

30,000

630,000

1,390,000

210,000

26,000,000

34,660,000 345,000 3,460,000 190.000

16,430,000 165,000 1,650,000 120,000

8,910,000 90,000 890,000 100,000

1,030,000 15,890,000 2,375,000 59,500,000
490,000 6,310,000 955,000 27,350,000
270,000 4,760,000 710,000 16,650,000

60,000,000 600,000 6,000,000 410,000

1,790,000 26,960,000 4,040,000 103,500,000

6,200,000

26,000,000

9,900,000 1,500,000 37,400,000

121

APPENDIX C

KEY MAP AND EXPRESSWAY PLANS AND PROFILES

NORTHWEST
EXPRESSWAY

RT 128

SALEM ST

RT 20

WESTERN
EXPRESSWAY

RT. 128
RUMFORD

NORTHEAST

EXPRESSWAY

NORTH SHORE RO

Wf9 vi a 107
REVERE BEACH PKWY
^WASHINGTON AVE

EAST BOSTON
E XPEESSWflY

IEPTUNE RO
AIRPORT CONNECTION
PORTER ST

124

50UTHWE5T
EXPEESSWflY v^ 15

KEY MRP OF EXPRESSWAY EXHIBITS

EXHIBIT 1

Expressway locations
shown are subject to
change in final design.

CHARLES A. MAGUIRE AND ASSOCIATES

Engineer) — Boston

DeLEUW. CATHER &. CO. J. E. GREINER COMPANY

Chicago BiltlDior«

SOUTHEAST EXPRESSWAY

Massachusetts Avenue, Roxbury to
Neponset River, Quincy

scoi-E in rcei Expressway locations

soo iooo shown are subject to

change in final design.

CHARLES A. MAGUIRE AND ASSOCIATES

Engineers — Boston

DeLEUW, CATHER & CO. J. E. GREINER COMPANY

Chicago Baltimore

Southeast Expressway
Neponset River, Quincy to Rodman Street, Quincy

CHARLES A. MAQUIRE AND ASSOCIATES

Engineer) — Boiton

DeLEUW, GATHER I CO. J. E. GREINER COMPANY

Chicago Baltfmor*

Southeast Expressway

Rodman Street. Quincy to Washington

Street. Weymouth

EXHIBIT 6

Expressway locations

lo°° shown are subject to

change in final design.

CHARLES A. MAGUIRE AND ASSOCIATES

Engineers — Boston

DeLEUW, CATHER & CO. J. E. GREINER COMPANY

Chicago Baltimore

Southwest Expressway
Austin Street, Hvde Hark to Austin Street. Dorchester

EXHIBIT 7

SCALE IN FEET

Expressway locations
shown are subject to
change in final design.

CHARLES A. MAGUIRE AND ASSOCIATES

Engineer! — Boston

DeLEUW. CATHER & CO. J. E. GREINER COMPANY

Chicago Baltimore

Southwest Expressway

Austin Street, Dorchester to Massachusetts Avenue,

Roxburv

EXHIBIT 8

COLLIN3

UJ
A

o
a.
u
z

■

0i->-'
Li J

hi o-

■

fid

/ fcO

50 ^S^

r i' -====^'~~~ "* "

40 —" ^— ._ —

■ ^ .

_^-" ™ *_^**« -^

/ \

)

.... "

SCALE IN FEET

O 50O

J -fa=

Expressway locations

iooo shown arc subject to

^^ change in final design.

CHARLES A. MAGUIRE AND ASSOCIATES

Engineers — Boston

OeLEUW, CATHER & CO. I. E. GREINER COMPANY

Chicago Baltimore

Southwest Expressway
Newburn Street. Hyde Park to
Neponset River Parkway, Milton

EXHIBIT 9

500

> 1

SCALE IN FEET

O 500

-I -±=

Expressway locations charles a. maguire and associates

iooo Shown are subject to Engineers - Boston

_j 1* . _ . Jj . DeLEUW, CATHER & CO. J. E. GREINER COMPANY

== change in final design. ,;„,„,„ B.itimor.

Worcester Turnpike

State Route 9 — Sumner Road, Biookline to Riverway

(U.S. Route Number 1) , Biookline

EXHIBIT 10

Expressway locations
shown are subject 10
change in final design,

Western Expressway

Commonwealth Avenue, Newton to Galen Street,

Watertown

Expressway locations
iooo shown arc subject to
^ change in final design.

CHARLES A. MAUU1HE AND ASSOCIATES

L'nniri. i-f. — Boiton

OiLEUW. GATHER t CO. J. E. GREINER COMPANY

ChkiQo Biltimor*

Western Expressway
Galen Slreet. Waiertown to
Memorial Drive. Cambridge

EXHIBIT 12

SCALE IN FEET

" Expressway locations
1000 shown are subject to
^ change in final design.

CHARLES A. MAGUIRE AND ASSOCIATES

Engineers — Boston

DeLEUW. CATHER & CO. ). E. GREINER COMPANY

Chicago Baltimore

Northwest Expressway

Cambridge Street, Woburn to

Bacon Street, Winchester

EXHIBIT 13

sc«le in r-eci Expressway locations

3°° |°oo shown are subject to

change in final design.

CHARLES A. MAGU1RE AND ASSOCIATES

Engineers — Boston

DeLEUW. CATHER & CO. J. E. GREINER COMPANY

Chicago Baltimore

North wlst Expressway

Bacon Street, Winchester to Massachusetts Avenue.

Cambridge

EXHIBIT 14

SCALE IN rcir

Expressway locations
1000 .shown are subject to
s^ change in final design.

CHARLES A. MAGUIRE AND ASSOCIATES

Engineer! — Boston

DeLEUW. GATHER & CO. J. E. GREINER COMPANY

Chicago Baltimore

NORTHWESI fcXI'RESSWAY

Massachusetts Avenue, Cambridge to Webster Avenue,
Somerville

EXHIBIT 15

Expressway locations
1000 shown are subject to
^ change in final design.

CHARLES A. MAGUIRE AND ASSOCIATES

Engineers — Boston

DeLEUW. CATHER & CO. J. E. GREINER COMPANY

Chicago Baltimore

Northwest Expressway
N.W. Expressway, Woburn to Elm Street, Woburn

EXHIBIT 16

Expressway locations
shown are subject to
change in final design.

CHARLES A. MAGUtflE AND ASSOCIATES

Englnetn — Btiten

DrlFUW. GATHER A CO. J. E. OflEINER COMPANY

Chliils Biltlnor*

Northern Expressway

Nashua Street. Boston to

Mystic Valley Parkway. Medford

EXHIBIT 17

Expressway locations
shown are subject to
change in final design.

CHARLES A. MAGUIRE AND ASSOCIATES

Enoineers — Boston

OeLEUW, CATHER & CO. J. E. GREINER COMPANY

Chicago Baltimore

Northern Expressway

Mystic Valley Parkway, Medford to Goodyear Avenue.

Melrose

EXHIBIT 18

Expressway locations
lo°° shown are subject to
change in final design.

CHARLES A. MAGUIRE AND ASSOCIATES

Engineers — Boston

DoLEUW, CATHER & CO. I. E. GRE1NER COMPANY

Chicago Baltimore

Northern Expressway
Goodyear Avenue, Melrose to Spring Street, Stoneham

EXHIBIT 19

Expressway locations
shown are subject to
change in final design.

CHARLES A, MAGUIRE AND ASSOCIATES

Engineers — Boston

DeLEUW, CATHER «. CO. J. E. GREINER COMPANY

Chicago Baltimore

Northern Expressway
Spring Street, Stoneham to North Avenue, Reading

Expressway locations
shown are subject to
change in final design.

CHARLES A. MAGUIRE AND ASB0C1ATE8

Englnetn — Button
EUW, GATHER & CO. J. E. QREINER COMPANY

Chi !•(( Qalllmorc

NORTHEAST EXPRESSWAY

Mystic River Bridge. Chelsea to Cutler Highway. Reicre

EXHIBIT 21

soo

I — ,

SCALE IN TEET

o 500

Expressway locations

1000 shown are subject to

^ change in final design.

CHARLES A. MAGUIRE AND ASSOCIATES

Engineers — Bolton

DeLEUW. CATHER & CO. i. E. 6REINER COMPANY

Chicago Baltimore

East Boston Expressway

Sumner Tunnel, East Boston to Harmony Street,

East Boston

EXHIBIT 22

SCALE IN FEET

O 500

-I «=

Expressway locations
shown are subject to
change in final design.

CHARLES A. MAGUIRE AND ASSOCIATES

Engineers — Boston

DeLEUW, CATHER i CO. J. E. GREINER COMPANY

Chicago Baltimore

Belt Route — including Central Artery
Water Street. Somerville to Colchester Street. Brookline

EXHIBIT 23

Expressway locations
1000 shown are subject to
^ change in final design.

CHARLES A. MAGUIRE AND ASSOCIATES

Engineers — Boston

DoLEUW, CATHER & CO. J. E. GREINER COMPANY

Chicago Baltimore

Belt Route — including Central Arterv

Colchester Street, Brookline to Massachusetts Avenue,

Roxbury

EXHIBIT 24

300

L-i

Expressway locations
shown are subject to
change in final design.

CHARLES A. MAGUIRE AND AS90CIATES

Engineers — Boston

DelEUW. CATHER & CO. J. E. GREINER COMPANY

Chicaoo Baltimore

Belt Route — including Central Artery

Water Street, Somerville to

Warren Avenue Bridge. Boston

ELEVATED E X P g E 53

-V,- ,' ,■' ,' ,■•■■•■'■■■-=

ELEVATED EXPRE55WAY

5C«lc in ret

Expressway locations
shown are subject to
change in final design.

CHARLES A. MAGU1RE AND ASSOCIATES

Engineers — Boston

OeLEUW. GATHER I CO. J. E. GREINER COMPANV

Chicago Baltimore

Belt Route — including Central Arterv
Warren Avenue Bridge, Boston to
Massachusetts Avenue. Roxbury

MAPS

THE MASTER HIGHWAY PLAN

FOR THE

BOSTON METROPOLITAN AREA

DOWNTOWN BOSTON

SHOWING CENTRAL ARTERY, EMBANKMENT ROAD,
SURFACE STREET IMPROVEMENTS AND ONE-WAY STREETS

1937

NAVY YAftD

DOWNTOWN BOSTON

SHOWING CENTRAL ARTERY, EMBANKMENT ROAD.
SURFACE STREET IMPROVEMENTS AND ONE-WAY STREETS

ACCOMPANYING REPORT ON

THE MASTER HIGHWAY PLAN

FOR THE

BOSTON METROPOLITAN AREA

PREPARED FOR

THE JOINT BOARD FOR THE
METROPOLITAN MASTER HIGHWAY PLAN

CHARLES A. MAGUIRE AND ASSOCIATES

ENGINEERS BOSTON

IN COOPERATION WITH

OELEUW, CATHER & CO. J. E. GREINER CO.

CHICAGO BALTIMORE

SCALE IN FEET

&&V^

■^ Y

o
K
xo
o

DOWNTOWN BOSTON

SHOWING CENTRAL ARTERY, EMBANKMENT ROAD,
SURFACE STREET IMPROVEMENTS AND ONE-WAY STREETS

ACCOMPANYING REPORT ON

THE MASTER HIGHWAY PLAN

FOR THE

BOSTON METROPOLITAN AREA

PREPARED FOR

THE JOINT BOARD FOR THE
METROPOLITAN MASTER HIGHWAY PLAN

CHARLES A. MAGUIRE AND ASSOCIATES
ENGINEERS BOSTON

IN COOPERATION WITH
DELEUW, CATHER a CO. J. E. GREINER CO.

CHICAGO BALTIMORE

SCALE IN FEET

200 400 600 600 1000 1200

Boston Public Library

;n o r t

W I L M I N

m I

THE COMMONWEALTH OF MASSACHUSETTS
STATE PLANNING BOARD

METROPOLITAN
OF BOSTON

DISTRICT

SCALE IN ftCT

»BOC

■

■
■
COMHl*£.i '

v,-on(« or i-»L«; womu

THIS MAP ORIGINALLY PREPARED BY
THE DIVISION OF METROPOLITAN PLANNING

MAP SHOWING

MASTER HIGHWAY PLAN

FO.EU -TffE"
BOSTON METROPOLITAN AREA

ACCOMPANYING A REPORT PREPARED FOR

THE JOINT BOARD FOR THE

METROPOLITAN MASTER HIGHWAY PLAN

CHARLES A. MAGUIRE AND ASSOCIATES

ENGINEERS^v BOSTON

TlN COOPERATION WITH

DELEUW CATHER a CO
CHICAGO

J. E. GREINER CO.

-: v »*.

Boston Public Library

r \

i? WJSmr >*** ■ ** c K L A N °r-

a SEMI-UNMTEO
CTS TO THE
(PRESSWAY SYSTEM

NO R WE L \y

STREET IMPROVEMENTS

INTERSECTION IMPROVEMENTS

M£JOR STREETS— A.
PARKWAYS

^.y_Q__N

\ :

I
,-- % & r N G f ° * ■•'

H A N O V

E R

V '-j

r.-\

NUSETTS* *

■

BOSTON PUBLIC LIBRARY

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